HSC Code 200 - MCA Guidance For Surveyor 06.2009

The Maritime and Coastguard Agency
International Code of Safety

for High-Speed Craft (2000)
2000 HSC CODE

AS AMENDED & APPLICABLE TO CRAFT BUILT ON
OR AFTER 1ST JULY 2002 & BEFORE 1ST JULY 2008
Instructions for the Guidance

of Surveyors
An executive agency of
London: TSO
AMENDMENT SHEET
Amendment No: 02
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MSIS024/ Contents /REV 06/09/ PAGE 2

FOREWORD
The Maritime Safety Committee, at its seventy-third session (27 November to 6 December
2000), adopted, by resolution MSC.97(73), the International Code of Safety for High-Speed
Craft, 2000 (2000 HSC Code), which has been developed following a thorough revision of
the International Code of safety for High-Speed Craft, 1994 (1994 HSC Code) (resolution
MSC.36(63)), which in turn had been developed following a thorough revision of the Code of
safety for Dynamically Supported Craft (DSC Code) (resolution A.372(X)). The 1994 HSC
Code is mandatory under chapter X (Safety measures for high-speed craft) of the 1974
SOLAS Convention and the 2000 HSC Code is expected to become mandatory under the
same SOLAS chapter upon entry into force, on 1 July 2002, of relevant amendments to the
Annex to the 1974 SOLAS Convention, adopted by the Maritime Safety Committee by
resolution MSC.99(73). The 2000 HSC Code will apply to high-speed craft engaged in
international voyages the keels of which are laid or which are at a similar stage of
construction on or after 1 July 2002.
The 2000 HSC Code was prepared taking into account experience gained with the
application of the 1994 HSC Code since it entered into force in 1996, which led to the
recognition that it needed to be revised and updated. Subsequent work at IMO resulted in
the development of the present Code to ensure that safety is not compromised as a result of
continuous introduction of state-of-the-art technology and innovative developments into the
new and generally much larger and faster high-speed craft.
Since the 2000 HSC Code was developed, amendments have been adopted by the Maritime
Safety Committee by resolutions MSC.175(79) and MSC.222(82), following the provisions in
the Code (section 1.15) for a regular review to consider a revision of the existing
requirements to take account of new developments in design and technology.
Amendments to the following clauses entered into force on 1 July 2006 (refer to
MSC.175(79)):
2.2.1 (change of section title)
2.2.1.1 (increased fluid pressure in buoyant spaces)
2.2.3.2 (“shall be exempted” changed to “may be exempted”)
Annex 1 (completion date of survey added)
Amendments to the following clauses entered into force on 1 July 2008. As well as applying
to craft constructed on or after 1 July 2008, these amendments apply to craft constructed on
or after 1 July 2002 but prior to 1 July 2008. In all other respects the 2000 HSC Code as
amended should be applied to craft built on or after 1 July 2002 but prior to 1 July 2008
(refer to MSC.222(82)):
1.2.2 (use of asbestos)
1.8.1 (carriage of certificates)
1.9.1.1 (transit voyages without Permit to Operate)
1.9.7 (determining craft operating limitations)
2.7.2 (measurement of lightship where inclining experiment is impractical)
13.8.2 (carriage of ECDIS)
14.15.10 (testing and maintenance of satellite EPIRBS)

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CONTENTS
Objective of Instruction
General Guidance
Preamble
CHAPTER 1 - GENERAL COMMENTS AND REQUIREMENTS
1.1 General comments
1.2 General requirements
1.3 Application
1.4 Definitions
1.5 Surveys
1.6 Approvals
1.7 Maintenance of conditions after survey
1.8 High-Speed Craft Safety Certificate
1.9 Permit to Operate High-Speed Craft
1.10 Control
1.11 Equivalents
1.12 Information to be made available
1.13 Further developments
1.14 Circulation of safety information
1.15 Review of the Code
CHAPTER 2 - BUOYANCY, STABILITY AND SUBDIVISION

Part A - General
2.1 General
2.2 Intact buoyancy and watertight and weathertight integrity
2.3 Intact stability in the displacement mode
2.4 Intact stability in the non-displacement mode
2.5 Intact stability in the transitional mode
2.6 Buoyancy and stability in the displacement mode following damage
2.7 Inclining and stability information
2.8 Loading and stability assessment
2.9 Marking and recording of the design waterline
Part B - Requirements for passenger craft

2.10 General
Part C - Requirements for cargo craft
2.16 Inclining
CHAPTER 3 - STRUCTURES
3.1 General
3.2 Materials
3.3 Structural Strength
3.4 Cyclic loads
3.5 Design criteria
3.6 Trials
CHAPTER 4 - ACCOMMODATION AND ESCAPE MEASURES

4.1 General
4.2 Public address and information systems
4.3 Design acceleration levels
4.4 Accommodation design
4.5 Seating construction
4.6 Safety belts
4.7 Exits and means of escape
4.8 Evacuation time
4.9 Baggage, stores, shops and cargo compartments
4.10 Noise levels
4.11 Protection of the crew and passengers
CHAPTER 5 - DIRECTIONAL CONTROL SYSTEMS

5.1 General
5.2 Reliability
5.3 Demonstrations
5.4 Control position
CHAPTER 6 - ANCHORING, TOWING AND BERTHING

6.1 General
6.2 Anchoring
6.3 Towing
6.4 Berthing
CHAPTER 7 - FIRE SAFETY
Part A - General
7.2` Definitions
7.3 Classification of space use
7.4 Structural fire protection
7.5 Fuel and other flammable fluid tanks and systems
7.6 Ventilation
7.7 Fire detection and extinguishing systems
7.8 Protection of special-category spaces and ro-ro spaces
7.9 Miscellaneous
7.10 Firefighter’s outfits

7.11 Arrangement
7.12 Ventilation
7.13 Fixed sprinkler system

7.14 Control stations
7.15 Cargo spaces
Part D – Requirements for craft and cargo spaces intended for the
carriage of dangerous goods
7.17 General
CHAPTER 8 - LIFE-SAVING APPLIANCES AND ARRANGEMENTS

8.1 General and definitions
8.2 Communications
8.3 Personal life-saving appliances
8.4 Muster list, emergency instructions and manuals
8.5 Operating instructions
8.6 Survival craft stowage
8.7 Survival craft and rescue boat embarkation and recovery arrangements
8.8 Line-throwing appliance
8.9 Operational readiness, maintenance and inspections
8.10 Survival craft and rescue boats
8.11 Helicopter pick-up areas
CHAPTER 9 - MACHINERY
Part A - General
9.1 General
9.2 Engine (general)
9.3 Gas turbines
9.4 Diesel engines for main propulsion and essential auxiliaries
9.5 Transmissions
9.6 Propulsion and lift devices

9.7 Independent means of propulsion for category B craft
9.8 Means for return to a port of refuge for category B craft

9.9 Essential machinery and control
CHAPTER 10 - AUXILIARY SYSTEMS

Part A - General
10.1 General
10.2 Arrangement of oil fuel, lubricating oil and other flammable oil
10.3 Bilge pumping and drainage systems
10.4 Ballast systems
10.5 Cooling systems
10.6 Engine air intake systems
10.7 Ventilation systems
10.8 Exhaust systems


10.10 Bilge pumping systems
CHAPTER 11 - REMOTE CONTROL, ALARM & SAFETY SYSTEMS

11.1 Definitions
11.2 General
11.3 Emergency controls
11.4 Alarm system
11.5 Safety system
CHAPTER 12 - ELECTRICAL INSTALLATIONS

Part A - General
12.1 General
12.2 Main source of electrical power
12.3 Emergency source of electrical power
12.4 Starting arrangements for emergency generating sets
12.5 Steering and stabilization
12.6 Precautions against shock, fire and other hazards of electrical origin

12.7 General

12.8 General
CHAPTER 13 - NAVIGATIONAL EQUIPMENT

13.1 General
13.2 Compasses
13.3 Speed and distance measurement
13.4 Echo-sounding device
13.5 Radar installations
13.6 Electronic positioning systems
13.7 Rate-of-turn indicator and rudder angle indicator
13.8 Nautical charts and nautical publications
13.9 Searchlight and daylight signalling lamp
13.10 Night vision equipment
13.11 Steering arrangement and propulsion indicator(s)
13.12 Automatic steering aid (automatic pilot)
13.13 Radar reflector
13.14 Sound reception system
13.15 Automatic identification system
13.16 Voyage data recorder
13.17 Approval of systems, equipment and performance standards

CHAPTER 14 – RADIOCOMMUNICATIONS
14.1 Application
14.2 Terms and definitions
14.3 Exemptions
14.4 Global Maritime Distress and Safety System Identities
14.5 Functional requirements
14.6 Radio installations
14.7 Radio equipment: general
14.8 Radio equipment: sea area A1
14.9 Radio equipment: sea areas A1 and A2
14.10 Radio equipment: sea areas A1, A2 and A3
14.11 Radio equipment: sea areas A1, A2, A3 and A4
14.12 Watches
14.13 Sources of energy
14.14 Performance standards
14.15 Maintenance requirements
14.16 Radio personnel
14.17 Radio records
14.18 Position-updating
CHAPTER 15 - OPERATING COMPARTMENT LAYOUT

15.1 Definitions
15.2 General
15.3 Field of vision from the operating compartment
15.4 Operating compartment
15.5 Instruments and chart table
15.6 Lighting
15.7 Windows
15.8 Communication facilities
15.9 Temperature and ventilation
15.10 Colours
15.11 Safety measures
CHAPTER 16 - STABILIZATION SYSTEMS

16.1 Definitions
16.3 Lateral and height control systems
16.4 Demonstrations
CHAPTER 17 - HANDLING, CONTROLLABILITY & PERFORMANCE

17.1 General
17.2 Proof of compliance
17.3 Weight and centre of gravity
17.4 Effect of failures
17.5 Controllability and manoeuvrability
17.6 Change of operating surface and mode
17.7 Surface irregularities
17.8 Acceleration and deceleration

17.9 Speeds
17.10 Minimum depth of water
17.11 Hard structure clearance
17.12 Night Operation
CHAPTER 18 - OPERATIONAL REQUIREMENTS

Part A - General
18.1 Craft operational control
18.2 Craft documentation
18.3 Training and qualifications
18.4 Manning of survival craft and supervision
18.5 Emergency instructions and drills

18.6 Type rating training

CHAPTER 19 - INSPECTION & MAINTENANCE REQUIREMENTS
ANNEXES
Annex 1 Form of High-Speed Craft Safety Certificate and Record of Equipment

Annex 2 Form of Permit to Operate High-Speed Craft
Annex 3 Use of probability concept
Annex 4 Procedures for failure mode and effects analysis
Annex 5 Ice accretion applicable to all types of craft
Annex 6 Stability of hydrofoil craft
Annex 7 Stability of multihull craft
Annex 8 Stability of monohull craft
Annex 9 Definitions, requirements and compliance criteria related to operational
and safety performance
Annex 10 Criteria for testing and evaluation of revenue and crew seats
Annex 11 Open reversible liferafts
Annex 12 Factors to be Considered in Determining Craft Operating Limitations

APPENDICES
Appendix A The Merchant Shipping (Marine Equipment) Regulations 1999

Appendix B Recognized Classification Societies – List thereof
Appendix C Guidance on application of Stockholm Agreement
Appendix D Risk Assessment of the Passage Plan in relation to wash waves
Appendix E Resolution MSC.97(73) - Adoption of the International Code of Safety
for High-Speed Craft (2000)
Appendix F Resolution MSC.222(82) - Adoption of amendments to the International
Code of Safety for High-Speed Craft (2000)

Objective of Instruction
These Instructions are issued by the Maritime and Coastguard Agency, an Executive
Agency of the Department for Transport for the guidance of marine surveyors in the
surveying of High-Speed Craft for the purpose of the Merchant Shipping (High Speed Craft)
Regulations 2004 (as amended), which replaces the 1996 Regulations. They indicate to the
designers, shipbuilders, shipowners and others the procedure which the United Kingdom
adopts for the survey and acceptance of the structure, systems, fittings, arrangements and
materials for High-Speed Craft as well as the condition under which the High-Speed Craft
Safety Certificate, UK High Speed Craft Safety Certificate and the Permit to Operate High-
Speed Craft are issued.
These Instructions contain all the available policy papers, interpretations of the 2000 HSC Code
and guidelines for HSC. They also contain some future amendments for information purposes,
in which case the appropriate entry into force date is detailed. The following format for this
publication is adopted:
The text of the 2000 HSC Code is shown in plain text on a clear background. The Code
footnotes are shown with a * or other symbol in a smaller plain text on a clear background.
Text of the 2000 HSC Code affected by the amendments entering into force on 1st July 2008
(and other IMO amendments) are identified by yellow highlight of the affected text.
The guidance and instructions to the 2000 HSC Code are shown in italic font within a grey
shaded panel. Where these references and guidance have been updated since the last
publication of this set of instructions then these changes are identified by yellow highlight of
the affected text.
Requirements additional to but not part of the 2000 HSC Code are shown within a plain box.
MSIS024/ Objective of Instruction /REV 06/09/ PAGE 1

General Guidance
This Guidance Document is intended for use with the 2000 HSC Code as amended by the
2008 amendments applicable to all craft, and is parallel to the guidance notes relating to the
1994 HSC Code and the 2000 HSC Code, 2008 Edition. It is specifically intended to be
applied to craft the keels of which are laid or which are at a similar stage of construction on
or after 1st July 2002 but before 1st July 2008. This Guidance Document should be read in
conjunction with S.I. 2004 No.302 The Merchant Shipping (High Speed Craft) Regulations,
as amended.
The HSC Code 2000 Code as amended by the 2008 amendments applicable to all craft,
refers to the International Code of Safety for High Speed Craft 2000, adopted by
MSC.97(73) and amended by MSC.175(79) and those amendments in MSC.222(82) which
are specifically applied “on all craft”.
The HSC Code 2000, 2008 Edition refers to the International Code of Safety for High Speed
Craft 2000, adopted by MSC.97(73) and amended by MSC.175(79) and MSC.222(82). It is
specifically intended to be applied to craft the keels of which are laid or which are at a similar
stage of construction on or after 1 July 2008.
The HSC Code 1994 refers to the International Code of Safety for High Speed Craft 1994,
adopted by MSC.36(63) and amended by MSC.119(74), MSC.174(79) and MSC.221(82). It
is specifically intended to be applied to craft the keels of which are laid or which are at a
similar stage of construction on or after 1 January 1996 and before 1 July 2002.
The DSC Code refers to the Code of Safety for Dynamically Supported Craft implemented
by Res. A.373(X) and amended by MSC.37(63) (up to MSC.69(69) amendments to SOLAS),
MSC.186(79) and MSC.224(82).
Important Note
Please note that an HSC should only operate within an envelope that delivers a suitable
safety margin at all times. Within this safety culture, if a craft encounters more adverse
weather than that forecast, it can complete its voyage at a reduced speed while staying
within the critical design conditions. The same would not be true for a craft departing with a
compressed safety margin (window of opportunity) which contradicts the underlying principle
of the HSC Code. The whole HSC Code philosophy is based on operational limitations
management and reduction of risk – that is what distinguishes them from conventional ships.
Allowing HSC to put to sea in all weather conditions without a reasonable safety margin
would undermine that fundamental philosophy.
Procedures
In all cases, owners and operators should contact the Agency at the earliest possible stage.
To make a preliminary assessment of a craft, and in line with the provisions of the 2000 HSC
Code, the Agency will require
• general arrangement drawings
• guidelines for design and construction
• technical specifications; and,
• equipment details.
MSIS024/ General Guidance /REV 06/09/ PAGE 3

Early contact will enable the Agency to evaluate a design quickly and determine what
additional or alternative requirements may be appropriate to underpin safety. If the owner /
operator does not already have a Customer Support Manager (CSM) then the MCA’s
Assistant Director Seafarers and Ships (Directorate of Maritime Services) will act as the first
point of contact. The Director will inform the relevant Marine Office and the appropriate Area
Operations Manager, who will nominate a Lead Surveyor as the link between the MCA and
the operator, otherwise the CSM shall be the first point of contact. The CSM should be kept
informed as this may not be the same person as the Lead Surveyor. All communications with
the MCA should then be channelled through the Lead Surveyor, who will have direct
responsibility for design approval and assessment of manuals and surveys in accordance
with the standards set out in the Agency’s Code of Practice. See relevant part of Chapter 6
of the Survey and Certification Policy Instructions for the Guidance of Surveyors MSIS23.
On receiving details of the craft, together with the proposed operational limits, the Lead
Surveyor will arrange an early meeting to establish:-
• the plans required
• the extent to which the 2000 HSC Code will be applied; and,
• the estimated total fee, based on the Agency’s charges as set out in the latest Merchant
Shipping (Fees) Regulations.
The MCA will provide a fees estimate against a detailed craft specification, together with an
outline build and trials programme. Alternatively, the MCA can provide a fee estimate for the
plan approval stage and a separate fee estimate later for the construction surveys and trials.
Treasury rules require the MCA to request (a deposit of) fees before any work commences.
To avoid delay or alterations to the craft, information should be submitted to the Agency at
an early stage of planning and design, and the craft should be made available to the Agency
in sufficient time to enable a detailed survey to be carried out.
New UK Registered Craft
A craft intended for use on international voyages must comply fully with the 2000 HSC Code,
as well as any other international requirements. In addition, the Agency will need to be
satisfied that the craft will adequately withstand environmental conditions throughout its
intended operating envelope. All equipment must be to the satisfaction of the Lead Surveyor,
who will, where appropriate, apply IMO, ISO or IEC standards. Where required by
legislation, particular items of equipment must be type approved.
Most craft intended for use on domestic voyages, will also be expected to comply with the
2000 HSC Code, under the provisions of EU Directive 98/18/EC, as amended. The MCA will
determine the extent to which the Code should be applied on a craft-by-craft basis under the
terms of Article 7 on exemptions and equivalents.
The MCA will issue an HSC Safety Certificate to craft on international voyages, and a UK
HSC Safety Certificate for craft on domestic voyages which have not phased into 98/18/EC,
as amended, or those on voyages in non seagoing UK categorised waters.. Certificates will
be valid for 5 years, subject to satisfactory annual surveys. MCA surveyors will undertake
renewal surveys and the re-issue or endorsement of certificates on a full cost recovery fees
basis.
The MCA will also issue a Permit to Operate (POHSC) for each craft, valid for a maximum of
12 months, subject to the parallel validity of the HSC Safety Certificate. A new Permit will be
necessary to take account of any alterations to the craft or changes to its operation and also
on expiry of the existing Permit to Operate.

New Non-UK Registered Craft
As the Port State administration, the Agency should be fully consulted on design,
construction, and operational conditions. The procedure will be the same as with UK flag
craft, although the relevant Flag State will also be involved. All equivalent or alternative
safety arrangements agreed or accepted by the Flag State or Classification Societies must
also be presented by the operator to the MCA for approval.
Craft must comply with the International Conventions and the 2000 HSC Code. In addition,
the Agency will need to be satisfied that the craft is suitable for its intended service.
The MCA may also be asked to act on behalf of another Administration and undertake
surveys and issue certificates for a craft operating in UK waters. In these cases, the Lead
Surveyor will treat the craft as if it was registered in the UK.
The risk assessment of the passenger plan in relation to wake wash (and associated
training) applies to these vessels. See 18.1.3, 18.3.2 and Appendix D.
Existing Craft Joining the UK Register
In general, existing craft coming onto the UK register will be required to satisfy the
requirements of the 2000 HSC Code, the 1994 HSC Code or the Dynamically Supported
Craft (DSC) Code as applicable at the date of its original construction. Where a craft has
been the subject of repairs, alterations or modifications of a “major character”, the provisions
of the amended Chapter X of SOLAS should be applied. The following repairs, alterations
and modifications should be recognized as being of a “major character”:
1 any change that substantially alters the dimensions of a high-speed craft

Example: Lengthening by adding new mid-body of a DSC Code Vessel done after 1 July
2002; new mid-body should comply with 2000 HSC Code, or if done after 1 July 2008; new
mid-body should comply with 2000 HSC Code, 2008 Edition; In which case the 2000 HSC
Code, 2008 Edition Instructions to Surveyors should be referred to rather than this set of
Instructions for the Guidance of Surveyors.
2 any change that substantially alters the passenger accommodation

Example: Vehicle deck of a 1994 HSC Code Vessel converted to passenger accommodation
after 1 July 2002, new accommodation should comply with the 2000 HSC Code; or if done
after 1 July 2008; new accommodation should comply with 2000 HSC Code, 2008 Edition
and
3 any change that substantially increases the service life of a high-speed craft
Example: Renewal of passenger accommodation on one entire deck of a DSC Code Vessel
done between I January 1996 and end June 2002 ; renewed accommodation should comply
with the 1994 HSC Code. In which case the 1994 HSC Code Guidance document should be
referred to rather than this set of Instructions for the Guidance of Surveyors. If done after 1
July 2002, new accommodation should comply with the 2000 HSC Code; or if done after 1
July 2008; new accommodation should comply with 2000 HSC Code, 2008 Edition.
In addition to the above procedure, operators of existing craft coming onto the UK register
must supply the Agency with copies of all relevant survey and test reports of the equipment
required by the Dynamically Supported Craft (DSC) or 1994 or 2000 HSC Codes. This will
allow the Agency to make an initial assessment of safety standards.

When the craft and its equipment cannot fully comply with the 2000 HSC Code, it must
comply with the SOLAS Convention with exemptions in line with the DSC Code. The Agency
must be satisfied that the craft is suitable for its intended service. The craft must undergo an
initial survey by an MCA surveyor to assess the level of compliance with the appropriate
international requirements.
If the craft is an existing DSC Code Vessel and new to a UK operation and only operating on
a domestic service then reference should be made to the Community Directive 98/18/EC as
amended “Safety requirements for new and existing passenger ships engaged on domestic
voyages” enforced by S.I. 2000 No. 2687 The Merchant Shipping (Passenger Ships on
Domestic Voyages) Regulations 2000, as amended.
Existing UK Registered Craft
Existing craft built to the requirements of the DSC Code have been certificated under the
Class II and IV Passenger Certification arrangements. This practice has now ceased. Those
craft and hovercraft are issued instead with a DSC Safety Certificate, a Record of Equipment
and a Permit to Operate. See guidance in Annexes 1 and 2 for the correct form numbers.
Exemptions, Alternatives and Equivalents
All craft constructed between 1 January 1994 and 1 July 2002 must comply with the
provisions of the 1994 HSC Code. All craft constructed between 1 July 2002 and 1 July 2008
must comply with the provisions of the 2000 HSC Code (Chapter X of SOLAS, as amended).
All craft constructed on or after 1 July 2008 must comply with the provisions of the 2000
HSC Code, 2008 Edition. The Codes must be applied in their entirety and no exemptions are
allowed, except for Radio communications (Chapter 14, para 14.3). However, the MCA will
consider alternative provisions and equipment which offer a demonstrated equivalent level of
safety, as required by the HSC Codes (Chapter 1, para 1.11). All agreed alternatives and
equivalents for craft engaged on international voyages will be reported to IMO.
All agreed alternatives and equivalents for craft engaged on seagoing domestic voyages
shall be subject to the requirements of Article 7 of Community Directive 98/18/EC as
amended “safety rules and standards for passenger ships" enforced by S.I. 2000 No. 2687
The Merchant Shipping (Passenger Ships on Domestic Voyages) Regulations 2000, as
amended.
Where a craft is engaged only on voyages in UK categorized waters A, B, C or D waters

(meaning the waters specified as such in Merchant Shipping Notice MSN 1776 (M), where
the categorizations determine the waters not regarded as "sea" for the purposes of Merchant
Shipping legislation (excepting marine pollution)) then refer to MCA Vessel Policy Unit to
discuss exemptions and equivalencies.
Where a craft constructed before 1 January 1996 complies with the DSC Code, which
demonstrates an ability to operate at an acceptable level of safety when engaged on
restricted voyages, under restricted operational weather conditions, and with approved
maintenance and supervision, the MCA will grant the necessary exemptions from SOLAS.
Hovercraft.
Where the special characteristics of hovercraft (ACVs) cause difficulty with demonstrating
full compliance with the 2000 HSC Code, the MCA will give consideration to the application

of specific aspects of the British Hovercraft Safety Requirements as offering an equivalent
level of safety.
As per the Hovercraft Act (S.I. 1972 No. 674, as amended) any hovercraft engaged in
commercial activities and hovercraft over 1000kg or those used for reward should be
registered and have a safety certificate and a permit to operate. The MCA have not
delegated any hovercraft work.
The MCA do not deal with small two seater private hovercraft, nor home-made hovercraft.
Safety certificate – A hovercraft registered in the UK must not be used unless a Safety
Certificate is in force. A Safety Certificate will be issued after completion of an initial or
renewal survey to hovercraft which comply with the provisions of the 1994 or 2000 HSC
Code (built after January 1996, as appropriate) or DSC Code before that date, (the British
Hovercraft Safety Requirements BHSR, are considered as equivalent). All equipment must
be to the satisfaction of the Lead Surveyor, who will, where appropriate, apply IMO, ISO or
IEC Standards.
Permit to Operate – A hovercraft registered in the UK must not operate commercially unless
a Permit to Operate, setting out the safety limitations and conditions imposed on its
operation, is issued and is valid in addition to the Safety Certificate. A Permit will be issued
by the Lead Surveyor and will be valid for a period not exceeding 12 months.
Before a Permit can be issued, the following documents shall be submitted by owners or
operators to the Lead Surveyor
• a statement from the relevant Harbour Authorities and/or borough Council to confirm
that the local authorities have agreed with the arrangements made by the operators
(e.g. noise pollution, air pollution, respect for other beach and water users, etc.)
• a statement from the local rescue co-ordination centre (MRCC/SC) of HM Coastguard

that they are satisfied with the arrangements scenarios in place to deal with reasonable,
foreseeable emergencies, and Search and Rescue scenarios.
• a risk assessment of noise and vibration impact should be considered which should
address passengers and crew (refer to the Control of Noise at Work Regulations S.I.
2007 No.3075 and associated guidance MGN 352 plus the Control of Vibration at work
Regulations S.I. 2007 No. 3077 and associated guidance MGN 353) and also the Code
of Safe Working Practices for Merchant Seamen Consolidated Edition, 2007) and the
relevant paragraph 4.10 of the HSC Code. Impact of noise on the local surrounds is a
matter for the local authority.
Delegation
Hull and machinery surveys are effectively delegated to UK authorised classification

societies (Class) in the same way as other passenger ships. Where this work has been
carried out by Class a partial declaration should be forwarded to the MCA. Refer to the
Instructions to Surveyors Survey and Certification Policy. Generally, all plan approval,
operational procedures, exemptions and equivalencies will be dealt with directly by the MCA.
The Agency will issue relevant certificates and carry out surveys directly related to SOLAS
requirements, although there could be some limited appointments on a case-by-case basis
of other Certifying Authorities to conduct certain survey work. The extent of the Classification
Societies’ involvement should be discussed at the initial assessment. Once plans are

approved, then further builds to the same design will not require additional plan approval –
the sister ship principle will apply.
Documentation
The 2000 HSC Code calls on Administrations to ensure that craft are provided with
adequate information and guidance in the form of technical manuals to enable safe
operation and maintenance. The Agency achieves this through an assessment of the
available information and guidance, and through the application of the International Safety
Management Code (ISM Code).
The following list shows the documents required by a craft although some of these
documents may not be needed for craft on domestic voyages by virtue of exemptions:
DOCUMENTS UK FLAG CRAFT FOREIGN CRAFT
Certificate of Registry MCA Flag State

Safety Certificate MCA Flag State*+
Permit to Operate MCA Flag State+
Tonnage Certificate RO
Flag State*
Tonnage Exemption Certificate MCA
Load Line Certificate RO
Flag State*
Load Line Exemption Certificate § MCA
SOPEP MCA Flag State*
Safety Management Certificate MCA Flag State*+
SMC Document of Compliance MCA Flag State*+
Document of Compliance 2, Stockholm
MCA Flag State+
Agreement , if applicable #
MCA’s recognised
Radio Certificate Flag State*
organisation
Minimum Safe Manning Certificate / Muster
MCA Flag State+
List
Intact and Damaged Stability Booklet MCA Flag State*
Craft Operating Manual (see Chapter 18) MCA Flag State*
Route Operational Manual (see Chapter 18) MCA Flag State*
Company Emergency Procedure Manuals Operator Operator
Cargo Securing Manual (see Chapter 18) MCA Flag State*
Training Manual (see Chapter 18) MCA Flag State*
Maintenance and Servicing Manual (see
MCA Flag State*
Chapter 18)
Notes:
* A Recognised Organisation (RO) may act on behalf of the Administration, see Appendix
B.
+
MCA may be asked to act on behalf of the Administration.
#
Stockholm Agreement, otherwise known as: Agreement Concerning Specific Stability
Requirements for Ro-Ro Passenger Ships Undertaking Regular Scheduled International
Voyages Between or To or From Designated Ports in North West Europe and the Baltic
Sea.
§ Refer to MSC/Circ.1028.

References
The text of IMO Resolutions can be found at http://www.imo.org/home_noflash.html

“Information Resources”, and of some IMO Circulars at
http://www.imo.org/Circulars/mainframe.asp?topic_id=326.
The text of EU Directives can be found on the EUR-Lex website (http://eur-

lex.europa.eu/en/index.htm) using the ‘Simple Search’ link. Changes to the status of
Directives can be identified by searching using the Directive number plus the word
“amend‫ ”٭‬or “repeal‫”٭‬.
Statutory Instruments in force may be identified by visiting

http://www.mcga.gov.uk/c4mca/mcga07-home/shipsandcargoes/mcga-
shipsregsandguidance/mcga-si.htm, and copies of them may be downloaded from
http://www.opsi.gov.uk/stat.htm
The status of Merchant Shipping Notices may be verified (and copies obtained) by visiting
http://www.mcga.gov.uk/c4mca/mcga07-home/shipsandcargoes/mcga-
shipsregsandguidance/marinenotices.htm.
The status of standards may be verified by searching using the number of the standard at
the following web sites:
ISO: http://www.iso.org/iso/iso_catalogue.htm
IEC: http://webstore.iec.ch/webstore/webstore.nsf/$$search?openform
EN and BS: www.bsi-

global.com/upload/Standards%20&%20Publications/shop.html?epslanguage=EN
IMO Resolutions, EU Directives and Statutory Instruments shall be applied in accordance

with their specific provisions regarding entry into force. IMO Circulars shall be applied from
their date of publication.
The latest editions of Merchant Shipping Notices or ISO, IEC, EN or BS standards current
at the date construction starts shall be applied to that craft. Where a craft is modified, then
such modifications shall comply with the standards current at the date modification
commences.

INTERNATIONAL CODE OF SAFETY
FOR HIGH-SPEED CRAFT, 2000*
*The International Code of Safety for High Speed Craft, 2000 (2000 HSC Code) is the Annex to resolution
MSC.97(73), the text of which is given at the end of this publication.
Resolution MSC.97(73) has subsequently been amended by MSC.175(79) and

MSC.222(82), (see Appendix E and F for further detail) the text of which is in Chapters 1 to
19 and Annex 1 to 12 of this document. Appendix A to D of this document contains further
supplementary UK and EC information.
Preamble
1 The international conventions ratified in respect of conventional ships and the

regulations applied as a consequence of such conventions have largely been developed
having in mind the manner in which conventional ships are constructed and operated.
Traditionally, ships have been built of steel and with the minimum of operational controls.
The requirements for ships engaged on long international voyages are therefore framed in
such a way that, providing the ship is presented for survey and a Ship Safety Certificate is
issued, the ship may go anywhere in the world without any operational restrictions being
imposed. Providing the ship is not involved in a casualty, all that is needed is that it is made
available to the Administration for the purpose of a satisfactory resurvey before the Ship
Safety Certificate expires and the Certificate will be reissued.
2 The traditional method of regulating ships should not be accepted as being the only
possible way of providing an appropriate level of safety. Nor should it be assumed that
another approach, using different criteria, could not be applied. Over a long period of time,
numerous new designs of marine vehicles have been developed and have been in service.
While these do not fully comply with the provisions of the international conventions relating
to conventional ships built of steel, they have demonstrated an ability to operate at an
equivalent level of safety when engaged on restricted voyages under restricted operational
weather conditions and with approved maintenance and supervision schedules.
3 The High-Speed Craft Code 1994 (1994 HSC Code) was derived from the previous
Code of Safety for Dynamically Supported Craft (DSC Code) adopted by IMO in 1977,
recognizing that safety levels can be significantly enhanced by the infrastructure associated
with regular service on a particular route, whereas the conventional ship safety philosophy
relies on the ship being self-sustaining with all necessary emergency equipment being
carried on board.
4 The safety philosophy of this Code is based on the management and reduction of
risk as well as the traditional philosophy of passive protection in the event of an accident.
Management of risk through accommodation arrangement, active safety systems, restricted
operation, quality management and human factors engineering should be considered in
evaluating safety equivalent to current conventions. Application of mathematical analysis
should be encouraged to assess risk and determine the validity of safety measures.
5 This Code takes into account that a high-speed craft is of a light displacement
compared with a conventional ship. This displacement aspect is the essential parameter to
obtain fast and competitive sea transportation and consequently this Code allows for use of
non-conventional shipbuilding materials, provided that a safety standard at least equivalent
to conventional ships is achieved.
MSIS024/PREAMBLE/REV 06/09/ PAGE 1 OF 3

6 To clearly distinguish such craft, criteria based on speed and volumetric Froude
number have been used to delineate those craft to which this Code applies from other, more
conventional, craft.
7 The Code requirements also reflect the additional hazards which may be caused by
the high speed compared with conventional ship transportation. Thus, in addition to the
normal requirements (including life-saving appliances, evacuation facilities, etc.) provided in
case of an accident occurring, further emphasis is placed on reducing the risk of hazardous
situations arising. Some advantages result from the high-speed craft concept, i.e. the light
displacement provides a large reserve buoyancy in relation to displacement, reducing the
hazards addressed by the International Convention on Load Lines, 1966. The
consequences of other hazards, such as of collision at high speed, are balanced by more
stringent navigational and operational requirements and specially developed accommodation
provisions.
8 The above-mentioned safety concepts were originally reflected in the DSC Code and
in the 1994 HSC Code. The development of novel types and sizes of craft has led to the
development of pressures within the maritime industry for craft which are not dynamically
supported cargo craft or passenger craft carrying larger numbers of passenger or operating
further afield than permitted by that Code to be certified according to those concepts.
Additionally, improvements of maritime safety standards since 1994 were required to be
reflected in the revisions of the 1994 HSC Code to maintain safety equivalence with
conventional ships.
9 Accordingly, two differing principles of protection and rescue were embodied in

the 1994 HSC Code.
10 The first of these recognizes the craft which were originally foreseen at the time of
development of the DSC Code. Where rescue assistance is readily available and the total
number of passengers is limited, a reduction in passive and active protection may be
permitted. Such craft are called "assisted craft" and form the basis for "category A
passenger craft" of this Code.
11 The second concept recognizes the further development of high-speed craft into
larger craft. Where rescue assistance is not readily available or the number of passengers is
unlimited, additional passive and active safety precautions are required. These additional
requirements provide for an area of safe refuge on board, redundancy of vital systems,
increased watertight and structural integrity and full fire-extinguishing capability. Such craft
are called "unassisted craft" and form the basis for "cargo craft" and "category B passenger
craft" of this Code.
12 These two concepts have been developed as a unified document on the basis that
an equivalent level of safety to that normally expected on ships complying with the
International Convention for the Safety of Life at Sea, 1974, is achieved. Where the
application of new technology or design indicates an equivalent safety level to the strict
application of this Code, the Administration is permitted to formally recognize such
equivalence.
13 It is important that an Administration, in considering the suitability of a high-speed

craft under this Code, should apply all sections of the Code because non-compliance with
any part of the Code could result in an imbalance which would adversely affect the safety of
the craft, passengers and crew. For a similar reason, modifications to existing craft, which
may have an effect on safety, should be approved by the Administration.
MSIS024/ PREAMBLE/ REV 06/09/ PAGE 2

14 In developing this Code, it has been considered desirable to ensure that high-speed
craft do not impose unreasonable demands on existing users of the environment or
conversely suffer unnecessarily through lack of reasonable accommodation by existing
users. Whatever burden of compatibility there is, it should not necessarily be laid wholly on
the high-speed craft.
15 Paragraph 1.15.1 of the 1994 HSC Code states that it should be reviewed by the
Organization at intervals preferably not exceeding four years to consider revision of existing
requirements to take account of new developments in design and technology. Experience
gained with the application of the 1994 HSC Code since it entered into force in 1996 has led
to the recognition that it needed to be revised and updated. Subsequent work in the
Organization has resulted in the development of the present Code to ensure that safety is
not compromised as a result of continuous introduction of state-of-the-art technology and
innovative developments into the new and generally much larger and faster high-speed craft.
It should be noted that in the 2008 amendments to the 2000 HSC Code the review interval
has been extended from four years to six years – see clause 1.15.1 of the amended Code.
MSIS024/ PREAMBLE/ REV 06/09/ PAGE 3

CHAPTER 1
GENERAL COMMENTS AND REQUIREMENTS
1.1 General comments
This Code shall be applied as a complete set of comprehensive requirements. It contains

requirements for the design and construction of high-speed craft engaged on international
voyages, the equipment which shall be provided and the conditions for their operation and
maintenance. The basic aim of the Code is to set levels of safety which are equivalent to
those of conventional ships required by the International Convention for the Safety of Life at
Sea, 1974, as amended, (SOLAS Convention) and the International Convention on Load
Lines, 1966, (Load Line Convention) by the application of constructional and equipment
standards in conjunction with strict operational controls.*
* Refer to MSC/Circ.652 on Application of the 1996 LL Convention to high-speed craft.
Note that MSC/Circ.652 has been superseded by MSC/Circ.1028 – see below.
MSC CIRC. 1028 - APPLICATION OF THE INTERNATIONAL CONVENTION ON

LOADLINES, 1966 & THE 1988 PROTOCOL RELATING THERETO, TO HIGH-SPEED
CRAFT.
1 The Maritime Safety Committee, at its seventy-fifth session (15 to 24 May 2002),
noted that as a result of the entry into force of the International Code of Safety for
High-Speed Craft, 2000 (2000 HSC Code), on 1 July 2002, revised guidance on the
application to high-speed craft of the International Convention on Load Lines, 1966
(1966 LL Convention) and of the 1988 Protocol relating thereto (1988 LL Protocol)
were necessary.
2 The Committee recommended that Member Governments when applying the 1966
LL Convention or 1988 LL Protocol, depending to which instrument they are Party to:
.1 in the case of high-speed craft fully complying with the International Code of
Safety for High-Speed Craft, 1994 (1994 HSC Code), accept the necessary
relaxations from the conditions of assignment of freeboards or any other
requirements of the 1966 LL Convention or of the 1988 LL Protocol;
.2 in the case of high-speed craft fully complying with the 2000 HSC Code,
accept the provisions of the 2000 HSC Code as being an equivalent standard
of protection to the provisions of the 1966 LL Convention or of the 1988 LL
Protocol;
.3 follow the exemption procedure provided in articles 6(2) and 6(3) of the 1966
LL Convention; and
.4 issue to the high-speed craft concerned either an International Load Line

Exemption Certificate, in accordance with the provisions of articles 6(2) and
16(3) of the 1966 LL or an International Load Line Exemption Certificate, in
accordance with the provisions of the aforesaid articles as modified by the
1988 LL Protocol, as the case may be.
MSIS024/CHAPTER 1/REV 06/09/PAGE 1 OF 24

3 The Committee further agreed that, when an Administration communicates to the
Organization, in accordance with article 6(3) of the 1966 LL Convention, particulars
and conditions of any such exemptions and reasons therefore, it would be sufficient
to state that the high-speed craft concerned complies with either the 1994 HSC Code
or the 2000 HSC Code, as the case may be.
4 This circular (1028) supersedes MSC/Circ.652.
HSC which comply with the requirements of the International Code of Safety for HSC 2000
which have been surveyed and certified as provided in the code shall be deemed to have
complied with the requirements of the 1988 Protocol which came into force for ships the keel
of which are laid or which are at a similar stage of construction on 1 January 2005. After this
date the certificates and permits issued under the 2000 HSC Code shall have the same
force and the same recognition as the certificate issued under the 1988 Protocol relating to
the International Convention on Loadlines 1966. In this instance the wording of MSC Circ.
1028 is not applicable.
While high-speed craft cannot comply with the provisions of the International Conventions
relating to passenger ships, if fully compliant with the High-Speed Craft Code, 2000 (2000
HSC Code) they are considered to demonstrate an ability to operate at an acceptable level
of safety when engaged on a restricted voyage (route specific) under restricted operational
weather conditions and with approved maintenance and supervision. This equivalence of
safety is declared in Regulation 3 of Chapter X, as amended, of the SOLAS Convention.
Refer to the High Speed Craft Regulations 2004 (S.I. 2004 No. 302) as amended.
EU DIRECTIVES
Community Craft are subject to a number of EU Directives as set out below.
EU Community Craft
A “Community Craft” is a craft for which safety certificates are issued by or on behalf of EU
Member States under international conventions, but does not include a Member State
administration’s issuing certificates for craft at the request of a third country’s administration.
EU Directive on Safety Rules and Standards for Passenger Ships (98/18/EC), as

amended.
Refer to SI 2000 No.2687, Merchant Shipping (Passenger Ships on Domestic Voyages)
Regulations 2000 and associated MSN 1747(M), which implement this Directive.
New and existing passenger ships and high-speed passenger craft when engaged on
domestic voyages shall comply with EU Directive 98/18/EC as amended, which requires in
Article 6.4 that high-speed passenger craft constructed or subject to repairs, alterations or
modifications of a major character, on or after 1st January 1996 shall comply with the 1994
HSC Code. This is now interpreted to mean that high-speed passenger craft constructed or
subject to repairs, alterations or modifications of a major character on or after 1 January
1996 and before 1 July 2002 shall comply with the 1994 HSC Code, and on or after 1st July
2002 shall comply with the 2000 HSC Code, since this is the substance of the amended
SOLAS chapter X.
In the context of this Directive passenger craft operating in sea areas of EC Classes B, C or
D (defined in Article 4), are not considered to be high-speed craft if they:
− have a displacement at the design waterline of less than 500m3, and
MSIS024/CHAPTER 1/REV 06/09/PAGE 2

− have a maximum speed as defined in 1.4.37 of the 2000 HSC Code of less than 20
knots.
Such craft therefore must instead comply with the safety requirements of Annex 1 to this
Directive.
EU Directive on Safety Requirements for Persons with Reduced Mobility on Domestic

Passenger Ships (2003/24/EC)
Directive 2003/24/EC of 14 April 2003 amends 98/18/EC on safety rules and standards for
seagoing domestic passenger ships and requires appropriate measures to be taken for high
speed craft used for public transport (see Regulation 7A of S.I. 2004 No. 302 The Merchant
Shipping (High Speed Craft) Regulations 2004), based, where practicable on the ‘Guidelines
for Safety Requirements for Passenger Ships and High-Speed Passenger Craft for Persons
of Reduced Mobility’ which is Annex III to the Directive 2003/24/EC (see Article 2 (w) of the
Directive for a definition of persons of reduced mobility`). This Directive applies to all high
speed passenger craft in operation on domestic seagoing routes, the keel of which is laid or
which are at a similar stage of construction on or after 1 October 2004.
This Directive also applies to existing vessels upon modification, in respect of that
modification so far as reasonable and practicable in economic terms. Directive 2003/24/EC
applies after 1 October 2004.
Refer to The Merchant Shipping (Passenger Ships on Domestic Voyages) (Amendment)
(No. 2) Regulations 2004, S.I. 2004 No.2883; Designing and Operating Smaller Passenger
Vessels: Guidance on Meeting the Needs of Persons with Reduced Mobility, MGN 306 (M);
and Directive 2003/24/EC – Safety Requirements For Persons Of Reduced Mobility On
Domestic Passenger Ships, MSN 1789 (M).
Vessels on International voyages should follow the IMO MSC/Circ.735 (see MGN 31) which
is elaborated by the Disabled Persons Transport Advisory Committee (DPTAC) publication
"The design of large passenger ships and passenger infrastructure: Guidance on meeting
the needs of disabled people". This is available online at www.dptac.gov.uk.
High speed craft on voyages in categorized waters should follow MGN 306(M).
EU Directive on technical requirements for inland waterway vessels (2006/87/EC), as

amended.
The Inland Waterways Directive 2006/87/EC has currently not been transposed into UK
Legislation. These vessels however will be able to operate in UK categorised waters either
as UK Flagged vessels or flagged by another EU member state.
New and existing high-speed vessels operating solely on inland waterways in mainland
Europe as defined in Directive 2006/87/EC should comply with that directive. SOLAS HSC
should also be able to meet the criteria in Article 22b.02.1 but will need an Inland Waterways
Certificate to satisfy authorities. Directive 2006/87/EC specifies vessels that should meet the
provisions of Chapter 22b of the directive (on Specific Requirements Applicable to High-
Speed Vessels) when it is a high-speed vessel: ‘a motorised craft capable of reaching
speeds over 40 km/h (approximately 22 knots) in relation to water’. There are general
provisions which are applied to high-speed vessels in Ch. 22b that also may be affected by
the general transitional provisions in Chapters 24 (Rhine) and 24a (Community waters) e.g.
for instance see Ch. 24a.02 which is specific to 22b. High speed craft that come into inland
waterways from sea are covered by their sea going certificates (see Article 2 of the
Directive). From 30 December 2008 vessels that comply with this Directive are able to
operate in UK categorized waters either as UK Flagged vessels or flagged by another EU

member state. Directive compliant UK vessels may operate in Community inland waterways
and the Rhine.
New and existing passenger ships and high-speed passenger craft when engaged solely on
inland waterways voyages on mainland Europe shall comply with the appropriate revision of
CEVNI The European Code For Inland Waterways (Code Européen des Voies de la
Navigation Intérieue).
High speed vessels operating at less than 20 knots solely in UK categorised waters (see
MSN 1776(M)) shall comply with either the Class IV or V Regulations as existing ships or as
UK passenger ships operating solely within UK categorised waters. Any ships operating at
20 knots or above will be UK High Speed Craft in accordance with the appropriate revision of
the High Speed Craft Code.
The MCA have drafted a code for passenger ships operating solely within UK categorised
waters which has not as yet been made into an MSN or S.I. (these will be the Merchant
Shipping (Passenger Ships)(Safety Code for UK Categorised Waters) Regulations. Part D of
this code contains additional requirements for planing and semi-displacement passenger
ships which are not high-speed craft. This area of this Code of Safety intends to cover the
speed ranges where vessels are travelling at speeds less than 20 knots where a vessel is
showing characteristics of non-conventional hulls.
EU Directive on Mandatory Surveys (1999/35/EC)

Refer to SI 2001 No. 152 Merchant Shipping (Mandatory Surveys for Ro-Ro Ferry and High
Speed Passenger Craft) Regulations 2001, and associated MGN 171(M), which implement
EU Directive 1999/35/EC, which specifies a regime of mandatory surveys applicable to high-
speed craft.
EU Directive on Standards for Ship Inspection Organisations (94/57/EC as amended)

This Directive sets out common rules and standards for ship inspection and survey
organisations and for the relevant activities of marine administrations. Appendix B to these
guidance instructions lists the recognised organisations notified by Member States pursuant
to this Directive.
EU Directives on Port State Control (95/21/EC as amended)

This Directive sets out measures for the enforcement, in respect of shipping using
Community ports and sailing in waters under the jurisdiction of Member States, of
international standards for ship safety, pollution prevention and shipboard living and working
conditions (port State control).
EU Directive on Marine Equipment (the M.E.D.) (96/98/EC as amended)
This Directive is implemented by the Merchant Shipping (Marine Equipment) Regulations

(S.I. 1999 No. 1957) as amended and associated MSN’s (MSN 1734 (M+F) Type Approval
of Marine Equipment (EC Notified Bodies) and MSN 1735 (M+F) Type Approval of Marine
Equipment (UK Nominated Bodies)). The Merchant Shipping (Marine Equipment)
Regulations apply to a high-speed craft operating on a scheduled service from any port in
the United Kingdom to any port in another member State, or vice versa; or a voyage which is
not an international voyage, to which The Merchant Shipping (High-Speed Craft)
Regulations 2004 apply.

According to the Directive and the Regulation safety equipment when fitted to:
(a) a new or existing (according to 96/98/EC) Community craft whether or not the craft is
situated within the UK at the time of construction; or
(b) an existing Community craft where such equipment was not previously carried on board;
or
(c) where equipment which was previously carried on board the craft is replaced, except
where international conventions permit otherwise
is required to be tested and marked in accordance with EU Directive 96/98/EC on Marine
Equipment, in its most up to date form.
See Appendix A for further details.
EU Directive on Electromagnetic Compatibility (2004/108/EC) of 15 December 2004

Electrical and electronic equipment fitted to Community Craft that may either generate or
be affected by electromagnetic disturbance shall meet the requirements of EC Directive
2004/108/EC, as amended. Equipment complying with this directive should have an EC
mark or CE marking in accordance with EC Directives 2004/108/EC or 93/68/EEC (with
Corrigendum), as amended.
1.2.1 The application of the provisions of this Code is subject to the following general
requirements that:
The Code of Safety for High Speed Craft (2000) entered into force internationally on 1st July
2002, and was amended in 2007. This version of the Instructions to Surveyors applies to all
high-speed craft having their keel laid or being at a corresponding stage of construction
between 1st July 2002 and 30th June 2008 inclusive. It shall apply in its entirety to HSC
engaged on international voyages, and to HSC governed by EU Directive 98/18/EC, as
amended.
.1 the Code will be applied in its entirety;
.2 the management of the company operating the craft exercises strict control
over its operation and maintenance by a quality-management system;*
* Refer to the International Safety Management (ISM) Code adopted by the Organization by resolution A.741(18),
as may be amended.
The ISM Code is implemented in the UK by SI 1998 No.1561 The Merchant Shipping
(International Safety Management (ISM) Code) Regulations 1998 and SI 1997 No.3022 The
Merchant Shipping (ISM Code) (Ro-Ro Passenger Ferries) Regulations 1997.
The Domestic Safety Management Code referred to in MSN 1754 and S.I. 2001 No. 3209 is
not considered appropriate to UK domestic vessels due to the speeds travelled by HSC and
the risk based methodology applied in the HSC Codes.

The philosophy of management and reduction of risk is complemented by detailed operating
and maintenance instructions which are required to be carried on board and which must be
agreed as part of the process for issuing the permit to operate.
.3 the management ensures that only persons qualified to operate the specific
type of craft used on the intended route are employed;
.4 the distances covered and the worst intended conditions in which high-speed
craft operations are permitted will be restricted by the imposition of
operational limits;
.5 the craft will at all times be in reasonable proximity to a place of refuge,

having due regard to the provisions of 1.3.4;
.6 adequate communications facilities, weather forecasts and maintenance

facilities are available within the area of craft operation;
Refer to Chapter 13, 18 and Annex 2. In UK waters, the Met Office weather forecast (in
particular, Significant Wave Height) or an approved and equivalent service that is recognised
by the MCA should be used as the base line.
.7 in the intended area of operation suitable rescue facilities will be readily

available;
Refer to Annex 2.
.8 areas of high fire risk, such as machinery spaces and special category
spaces, are protected with fire-resistant materials and fire-extinguishing
systems to ensure, as far as is practicable, containment and rapid
extinguishing of fire;
.9 efficient facilities are provided for the rapid and safe evacuation of all persons
into survival craft;
.10 all passengers and crew are provided with seats; and
Seats and settees on open decks, stools and other seats that do not comply with Annex 10
shall not be accepted as a seat accounted for in the total number of crew and passenger
seats.
.11 no enclosed sleeping berths for passengers are provided.
1.2.2 On all craft, new installation of materials containing asbestos used for the structure,
machinery, electrical installations and equipment of a craft to which this Code applies shall
be prohibited except for:
.1 vanes used in rotary vane compressors and rotary vane vacuum pumps;
.2 watertight joints and linings used for the circulation of fluids when, at high
6
temperature (in excess of 350°C) or pressure (in excess of 7 x 10 Pa), there
is a risk of fire, corrosion or toxicity; and
.3 supple and flexible thermal insulation assemblies used for temperatures

above 1000°C.
1.3 Application
1.3.1 This Code applies to high-speed craft as specified in 1.3.4 engaged in international
voyages the keels of which are laid or which are at a similar stage of construction on or after
1 July 2002.
This version of the Code applies to all UK registered high-speed craft and craft operating in
UK waters that are built after 1st July 2002 but before 1st July 2008.
1.3.2 For the purpose of this Code, the term "a similar stage of construction" means the
stage at which:
.1 construction identifiable with a specific craft begins; and
.2 assembly of that craft has commenced comprising at least 50 tonnes or three

per cent of the estimated mass of all material used in the structure, including
superstructure and deckhouse, whichever is less.
1.3.3 For the purpose of this Code :
.1 the expression "craft constructed" means craft the keels of which are laid or
which are at a similar stage of construction; and
.2 a cargo craft, whenever built, which is converted to a passenger craft shall be

treated as a passenger craft constructed on the date on which such a
conversion commences.
1.3.4 This Code applies to:
.1 passenger craft which do not proceed in the course of their voyage more than
four hours at operational speed from a place of refuge; and
.2 cargo craft of 500 gross tonnage and upwards which do not proceed in the
course of their voyage more than 8 h at operational speed from a place of
refuge when fully laden.
A craft engaged on international voyages has to comply with the HSC Code in its entirety,
other international requirements, and in addition satisfy the MCA that the craft is adequate
for the intended operating envelope.
Passenger craft engaged in domestic voyages will also be expected to comply with the HSC
Code in its entirety, under the provisions of EU Directive 98/18/EC as amended. Particular
attention should be paid to Article 2(c) and (f), Article 3(2), Article 4(3), Article 5, Article 6(4),
Article 10(3), and Article 11(3). Article 2(c) makes clear reference to the up to date revision
of the HSC Code and the wording of SOLAS 1974 Chapter X.
1.3.5 This Code, unless expressly provided otherwise, does not apply to:
.1 craft of war and troopcraft;
.2 craft not propelled by mechanical means;

.3 wooden craft of primitive build;
.4 pleasure craft not engaged in trade; and
.5 fishing craft.
However, warships, naval auxiliaries or other craft owned or operated by a Contracting

Government and used only on government non-commercial service shall act in a manner
consistent, so far as is responsible and practicable and not contradictory to the intended
usage of the vessel, with this Code.
1.3.6 This Code does not apply to craft solely navigating the Great Lakes of North America
and the River St. Lawrence as far east as a straight line drawn from Cap des Rosiers to
West Point, Anticosti Island and, on the north side of Anticosti Island, the 63rd meridian.
1.3.7 The application of this Code shall be verified by the Administration and be acceptable
to the Governments of the States to which the craft will be operating.
1.4 Definitions
For the purpose of this Code, unless expressly provided otherwise, the terms used therein
have the meanings defined in the following paragraphs. Additional definitions are given in
the general parts of the various chapters.
1.4.1 "Administration" means the Government of the State whose flag the craft is entitled
to fly.
1.4.2 "Air-cushion vehicle (ACV)" is a craft such that the whole or a significant part of its
weight can be supported, whether at rest or in motion, by a continuously generated cushion
of air dependent for its effectiveness on the proximity of the surface over which the craft
operates.
This definition includes both amphibious and surface effect ship (SES) types of ACV.
1.4.3 "Anniversary date" means the day and the month of each year which will correspond
to the date of expiry of the relevant certificate.
1.4.4 "Assembly station" is an area where passengers can be gathered in the event of an
emergency, given instructions and prepared to abandon the craft, if necessary. The
passenger spaces may serve as assembly stations if all passengers can be instructed there
and prepared to abandon the craft.
1.4.5 "Auxiliary machinery spaces" are spaces containing internal combustion engines of a
power output up to and including 110 kW, driving generators, sprinkler, drencher or fire
pumps, bilge pumps, etc., oil filling stations, switchboards of aggregate capacity exceeding
800 kW, similar spaces and trunks to such spaces.
1.4.6 "Auxiliary machinery spaces having little or no fire risk" are spaces such as
refrigerating, stabilizing, ventilation and air conditioning machinery, switchboards of
aggregate capacity 800 kW or less, similar spaces and trunks to such spaces.

1.4.7 "Base port" is a specific port identified in the route operational manual and provided
with:
.1 appropriate facilities providing continuous radio communications with the craft

at all times while in ports and at sea;
.2 means for obtaining a reliable weather forecast for the corresponding region
and its due transmission to all craft in operation;
.3 for a category A craft, access to facilities provided with appropriate rescue

and survival equipment; and
.4 access to craft maintenance services with appropriate equipment.
1.4.8 "Base port State" means the State in which the base port is located.
1.4.9 "Breadth (B)" means breath of the broadest part of the moulded watertight envelope
of the rigid hull, excluding appendages, at or below the design waterline in the displacement
mode with no lift or propulsion machinery active.
1.4.10 "Cargo craft" is any high-speed craft other than a passenger craft, and which is
capable of maintaining the main functions and safety systems of unaffected spaces after
damage in any one compartment on board.
1.4.11 "Cargo spaces" are all spaces other than special category spaces and ro-ro spaces
used for cargo and trunks to such spaces. For the purposes of chapter 7, part D, "cargo
spaces" include ro-ro spaces, special category spaces and open deck spaces.
1.4.12 "Category A craft" is any high-speed passenger craft:
.1 operating on a route where it has been demonstrated to the satisfaction of the

flag and port States that there is a high probability that in the event of an
evacuation at any point of the route all passengers and crew can be rescued
safely within the least of:
- the time to prevent persons in survival craft from exposure causing

hypothermia in the worst intended conditions,
- the time appropriate with respect to environmental conditions and

geographical features of the route, or
- 4 hours; and
.2 carrying not more than 450 passengers.
Note that equal emphasis should be given to both .1 and .2. If a craft carries 450 passengers
or less it will still be Category B unless it also operates within the scope of paragraph .1.
1.4.13 "Category B craft" is any high-speed passenger craft other than a category A craft,
with machinery and safety systems arranged such that, in the event of any essential
machinery and safety systems in any one compartment being disabled, the craft retains the
capability to navigate safely. The damage scenarios considered in chapter 2 should not be
inferred in this respect.

1.4.14 "Company" means the company as defined in chapter IX of the Convention.
“Company” means the owner of the ship or any other organization or person such as the
manager, or the bareboat charterer, who has assumed the responsibility for operation of the
ship from the owner of the ship and who on assuming such responsibility has agreed to take
over all the duties and responsibilities imposed by the International Safety Management
Code. (source: Ch IX SOLAS)
1.4.15 "Continuously manned control station" is a control station which is continuously

manned by a responsible member of the crew while the craft is in normal service.
1.4.16 "Control stations" are those spaces in which the craft's radio or navigating
equipment or the emergency source of power* and emergency switchboard are located, or
where the fire recording or fire control equipment is centralized#, or where other functions
essential to the safe operation of the craft such as propulsion control, public address,
stabilization systems, etc., are located.
Navigating equipment includes, in particular, main displays and controls for equipment
specified in 13.2 to 13.7.
* Spaces containing, for instance, the following battery sources should be regarded as
control stations regardless of battery capacity:
.1 emergency batteries in separate battery room for power supply from black-out till
start of emergency generator;
.2 emergency batteries in separate battery room as reserve source of energy to

radiotelegraph installation;
.3 batteries for start of emergency generator; and
.4 in general, all emergency batteries required in pursuance of paragraph 12.3 of the

Code.
(MSC/Circ.911)
#
Where in the sections of this Code, relevant to fixed fire-extinguishing systems, there are
no specific requirements for the centralization within a control station of major components
of a system, such major components may be placed in spaces which are not considered to
be a control station.
1.4.17 "Convention" means the International Convention for the Safety of Life at Sea,
1974, as amended.
1.4.18 "Crew accommodation" are those spaces allocated for the use of the crew, and
include cabins, sick bays, offices, lavatories, lounges and similar spaces.
1.4.19 "Critical design conditions" means the limiting specified conditions, chosen for
design purposes, which the craft shall keep in displacement mode. Such conditions shall be
more severe than the "worst intended conditions" by a suitable margin to provide for
adequate safety in the survival condition.
1.4.20 "Datum" means a watertight deck or equivalent structure of a non-watertight deck

covered by a weathertight structure of adequate strength to maintain the weathertight
integrity and fitted with weathertight closing appliances.

The term “watertight” is defined in para 1.4.58, and the term “weathertight” in 1.4.60.
1.4.21 "Design waterline" means the waterline corresponding to the maximum operational
weight of the craft with no lift or propulsion machinery active and is limited by the
requirements of chapters 2 and 3.
The maximum operational weight of the craft shall not be greater than the weight at which
both the stability requirements of chapter 2 and the structural strength requirements of
chapter 3 are satisfied.
1.4.22 "Displacement mode" means the regime, whether at rest or in motion, where the
weight of the craft is fully or predominantly supported by hydrostatic forces.
An ACV with lift system operating is supported by a combination of hydrostatic and

aerostatic forces and is not therefore considered to be in the displacement mode.
1.4.23 "Failure Mode and Effect Analysis (FMEA)" is an examination, in accordance with
annex 4, of the craft's system and equipment to determine whether any reasonably probable
failure or improper operation can result in a hazardous or catastrophic effect.
1.4.24 "Fire Test Procedures Code (FTP Code)" means the International Code for
Application of Fire Test Procedures, as defined in chapter II-2 of the Convention.
1.4.25 "Flap" means an element formed as integrated part of, or an extension of, a foil,
used to adjust the hydrodynamic or aerodynamic lift of the foil.
1.4.26 "Flashpoint" means a flashpoint determined by a test using the closed-cup

apparatus referenced in the International Maritime Dangerous Goods (IMDG) Code.
1.4.27 "Foil" means a profiled plate or three dimensional construction at which

hydrodynamic lift is generated when the craft is under way.
1.4.28 "Fully submerged foil" means a foil having no lift components piercing the surface
of the water in the foil-borne mode.
1.4.29 "Galleys" are those enclosed spaces containing cooking facilities with exposed
heating surfaces, or which have any cooking or heating appliances each having a power of
more than 5 kW.
“heating appliances” only refers to appliances used to heat food.
1.4.30 "High-speed craft" is a craft capable of maximum speed, in metres per second
(m/s), equal to or exceeding:
3.7 ∇ 0.1667
where: ∇ = volume of displacement corresponding to the design waterline (m3)
excluding craft the hull of which is supported completely clear above the water surface in
non-displacement mode by aerodynamic forces generated by ground effect.
The speed represented by the formula but expressed in knots is 7.192 ∇ 0.1667.

The term “high-speed craft” now clearly excludes wing-in-ground effect craft, but includes
craft partially supported by aerodynamic forces provided the hull is not supported completely
clear above the water at operational speed. Craft that can only operate at operational speed
if appendages such as submerged foils or propulsors are immersed are considered to be
high-speed craft.
1.4.31 "Hydrofoil craft" is a craft the hull of which is supported completely clear above the
water surface in non-displacement mode by hydrodynamic forces generated on foils.
Craft partially supported by hydrofoils in the non-displacement mode but the hull of which
remains partially immersed (eg: foil-cats) are not hydrofoil craft but either monohulls or
multihulls according to the hull configuration.
1.4.32 "Length (L)" means the overall length of the underwater watertight envelope of the
rigid hull, excluding appendages, at or below the design waterline in the displacement mode
with no lift or propulsion machinery active.
1.4.33 "Lightweight" is the displacement of the craft in tonnes without cargo, fuel,
lubricating oil, ballast water, fresh water and feedwater in tanks, consumable stores,
passengers and crew and their effects.
1.4.34 "Life-Saving Appliances Code (LSA Code)" means the International Life-Saving
Appliance Code as defined in chapter III of the Convention.
1.4.35 "Machinery spaces" are spaces containing internal combustion engines with an
aggregate total power output of more than 110 kW, generators, oil fuel units, propulsion
machinery, major electrical machinery and similar spaces and trunks to such spaces.
1.4.36 "Maximum operational weight" means the overall weight up to which operation in
the intended mode is permitted by the Administration.
This weight corresponds to the design waterline, see definition of design waterline 1.4.21
1.4.37 "Maximum speed" is the speed achieved at the maximum continuous propulsion
power for which the craft is certified at maximum operational weight and in smooth water.
1.4.38 "Non-displacement mode" means the normal operational regime of a craft when
non-hydrostatic forces substantially or predominantly support the weight of the craft.
1.4.39 "Oil fuel unit" includes any equipment for the preparation of oil fuel and delivery of
oil fuel, heated or not, to boilers and engines (including gas turbines) at a pressure of more
than 0.18 N/mm2.
1.4.40 "Open ro-ro spaces" are those ro-ro spaces:
.1 to which any passengers carried have access; and
.2 which either:
.2.1 are open at both ends; or
.2.2 have an opening at one end and are provided with permanent openings
distributed in the side plating or deckhead or from above, having a total
area of at least 10% of the total area of the space sides.

1.4.41 "Operating limitations" means the craft limitations in respect of handling,
controllability and performance and the craft operational procedures within which the craft is
to operate.
1.4.42 "Operating compartment" means the enclosed area from which the navigation and
control of the craft is exercised.
1.4.43 "Operating station" means a confined area of the operating compartment equipped
with necessary means for navigation, manoeuvring and communication, and from where the
functions of navigating, manoeuvring, communication, commanding, conning and lookout
are carried out.
1.4.44 "Operational speed" is 90% of maximum speed.
1.4.45 "Organization" means the International Maritime Organization.
1.4.46 "Passenger" is every person other than:
.1 the master and members of the crew or other persons employed or engaged
in any capacity on board a craft on the business of that craft; and
.2 a child under one year of age.
1.4.47 "Passenger craft" is a craft which carries more than twelve passengers.
1.4.48 "Place of refuge" is any naturally or artificially sheltered area which may be used as
a shelter by a craft under conditions likely to endanger its safety.
1.4.49 "Public spaces" are those spaces allocated for the passengers and include bars,
refreshment kiosks, smoke rooms, main seating areas, lounges, dining rooms, recreation
rooms, lobbies, lavatories and similar spaces, and may include sales shops.
1.4.50 "Refreshment kiosks" are those spaces which are not enclosed, serving
refreshments and containing food warming equipment having a total power of 5 kW or less
and with an exposed heating surface temperature not above 150ºC.
1.4.51 "Ro-ro craft" is a craft fitted with one or more ro-ro spaces.
1.4.52 "Ro-ro spaces" are spaces not normally subdivided in any way and normally
extending to either a substantial length or the entire length of the craft in which motor
vehicles with fuel in their tanks for their own propulsion and/or goods (packaged or in bulk, in
or on rail or road cars, vehicles (including road or rail tankers), trailers, containers, pallets,
demountable tanks or in or on similar stowage units or other receptacles) can be loaded and
unloaded, normally in a horizontal direction.
1.4.53 "Service spaces" are those enclosed spaces used for pantries containing food
warming equipment but no cooking facilities with exposed heating surfaces, lockers, sales
shops, store-rooms and enclosed baggage rooms.
Devices in “Service spaces” containing no cooking appliances
“Service spaces” containing no cooking appliances may contain:
a) coffee automat, toaster, dish washer, microwave oven, water boiler and similar appliances
each of them with a maximum power of 5 kW;

b) electrically heated cooking plates and hot plates for keeping food warm each of them with
a maximum power of 2 kW and a surface temperature not above 150oC.
(MSC/Circ.847)
1.4.54 "Significant wave height" is the average height of the one third highest observed
wave heights over a given period.
A fuller description of this definition is “the average crest-to-trough height of the highest one
third of the zero-upcrossing waves in a specified period”.
Alternatively, this may be expressed mathematically as four times the square-root of the area
under the wave energy spectrum. (Waves in Ocean Engineering – Ellis Horwood)
1.4.55 "Special category spaces" are those enclosed ro-ro spaces to which passengers
have access. Special category spaces may be accommodated on more than one deck
provided that the total overall clear height for vehicles does not exceed 10 m.
1.4.56 "Surface-effect ship" (SES) is an air-cushion vehicle whose cushion is totally or

partially retained by permanently immersed hard structures.
1.4.57 "Transitional mode" means the regime between displacement and

non-displacement modes.
1.4.58 "Watertight" in relation to a structure means capable of preventing the passage of

water through the structure in any direction under the head of water likely to occur in the
intact or damaged condition.
1.4.59 "Weather deck" is a deck which is completely exposed to the weather from above
and from at least two sides.
1.4.60 "Weathertight" means that water will not penetrate into the craft in any wind and
wave conditions up to those specified as critical design conditions.
1.4.61 "Worst intended conditions" means the specified environmental conditions within
which the intentional operation of the craft is provided for in the certification of the craft. This
shall take into account parameters such as the worst conditions of wind force allowable,
significant wave height (including unfavourable combinations of length and direction of
waves), minimum air temperature, visibility and depth of water for safe operation and such
other parameters as the Administration may require in considering the type of craft in the
area of operation.
1.5 Surveys
Refer also to SI 2001 No. 152 Merchant Shipping (Mandatory Surveys for Ro-Ro Ferry and
High Speed Passenger Craft) Regulations 2001, and associated MGN 171(M), which
implement EU Directive 1999/35/EC as amended.
1.5.1 Each craft shall be subject to the surveys specified below:
.1 an initial survey before the craft is put in service or before the Certificate is
issued for the first time;

.2 a renewal survey at intervals specified by the Administration but not
exceeding 5 years except where 1.8.5 or 1.8.10 is applicable;
.3 a periodical survey within three months before or after each anniversary date
of the Certificate; and
.4 an additional survey as the occasion arises.
1.5.2 The surveys referred to in 1.5.1 shall be carried out as follows:
.1 the initial survey shall include:
.1.1 an appraisal of the assumptions made and limitations proposed in relation to

loadings, environment, speed and manoeuvrability;
.1.2 an appraisal of the data supporting the safety of the design, obtained, as
appropriate, from calculations, tests and trials;
.1.3 a failure mode and effect analysis as required by this Code;
.1.4 an investigation into the adequacy of the various manuals to be supplied with
the craft; and
.1.5 a complete inspection of the structure, safety equipment, radio installations

and other equipment, fittings, arrangements and materials to ensure that they
comply with the requirements of the Code, are in satisfactory condition and
are fit for the service for which the craft is intended;
.2 the renewal and periodical surveys shall include a complete inspection of the
structure, including the outside of the craft's bottom and related items, safety
equipment, radio installations and other equipment as referred to in 1.5.2.1 to
ensure that they comply with the requirements of the Code, are in satisfactory
condition and are fit for the service for which the craft is intended. The
inspection of the craft's bottom shall be conducted with the craft out of the
water under suitable conditions for close-up examination of any damaged or
problem areas; and
In-water surveys between dry dockings on a bi-annual basis may be acceptable to the MCA
(where the equivalence is agreed by trial or otherwise) subject to the conditions for in water
surveys being applied (MGN 217) and the inside of the hull being fully accessible. It may be
necessary to have the vessel in non operational mode in order to achieve the required level
of access. Small vessels operating on domestic routes or in categorized waters in general
will not normally be permitted in water surveys. A vessel with few appendages and
underwater openings or one fitted with an impressed current protection system, or other
suitable provision would be considered favourably. Special consideration should be given to
the type of craft and vessel operating route before the option of in water survey is granted for
Ro Ro HSC: the predominant added risk here is the need for berthing at a link span or
similar structure which may require provision for better survey access. The hull penetrations
below the waterline and clear reference points are to be marked up on a plan and painted on
the hull. An agreed procedure is to be in place to report any possible contact damage.
It would not normally be acceptable to the MCA to start a bi-annual in-water survey program
until after the second periodical survey and dry docking after the ships build, e.g. first IWS at
year 3. The logic of not starting IWS prior to this is that detailed out of water examination of
hull and equipment over a two year period is better able to verify the ability of the vessel and

fittings to operate over a two year period between drydocking based on the known conditions
established by detailed examination at year 1 and year 2. This provision for detailed
examination and "benchmarking" is probably most significant for waterjet propulsion
systems, foil arrangements and in some cases identification and monitoring of "high stress"
areas in hulls particularly where more innovative design has been applied. Instances where
it may be acceptable to start the IWS at year 2 would be for vessels not fitted with waterjet,
or foil arrangements and that undergo monitoring of high stress areas in the hull/s where
they are of an innovative design.
Refer to MGN 217 on In-Water surveys, though note that IWS of conventional ships is
carried out on a twice in 5 yearly basis which is not appropriate for HSC..
.3 an additional survey, either general or partial according to the circumstances,

shall be made after a repair resulting from investigations prescribed in 1.7.3,
or whenever any important repairs or renewals are made. The survey shall
be such as to ensure that the necessary repairs or renewals have been
effectively made, that the material and workmanship of such repairs or
renewals are in all respects satisfactory, and that the craft complies in all
respects with the requirements of the Code.
1.5.3 The periodical surveys referred to in 1.5.1.3 shall be endorsed on the High-Speed
Craft Safety Certificate.
1.5.4 The inspection and survey of the craft, so far as regards the enforcement of the
provisions of the Code, shall be carried out by officers of the Administration. The
Administration may, however, entrust the inspections and surveys either to surveyors
nominated for the purpose or to organizations recognized by it.
1.5.5 An Administration nominating surveyors or recognizing organizations to conduct

inspections and surveys as set forth in 1.5.4 shall, as a minimum, empower any nominated
surveyor or recognized organization to:
.1 require repairs to a craft; and
.2 carry out inspections and surveys if requested by the appropriate authorities

of a port State.
The Administration shall notify the Organization of the specific responsibilities and conditions
of the authority delegated to nominated surveyors or recognized organizations.
1.5.6 When a nominated surveyor or recognized organization determines that the condition
of the craft or its equipment does not correspond substantially with the particulars of the
Certificate or is such that the craft is not fit to operate without danger to the craft or persons
on board, the surveyor or organization shall immediately ensure that corrective action is
taken and shall, in due course, notify the Administration. If such corrective action is not
taken, the Certificate shall be withdrawn and the Administration shall be notified immediately;
and, if the craft is in an area under the jurisdiction of another Government, the appropriate
authorities of the port State shall be notified immediately. When an officer of the
Administration, a nominated surveyor or a recognized organization has notified the
appropriate authorities of the port State, the Government of the port State concerned shall
give such officer, surveyor or organization any necessary assistance to carry out their
obligations under this section. When applicable, the Government of the port State
concerned shall ensure that the craft shall not continue to operate until it can do so without
danger to the craft or the persons on board.

1.5.7 In every case, the Administration shall fully guarantee the completeness and
efficiency of the inspection and survey, and shall undertake to ensure the necessary
arrangements to satisfy this obligation.
1.6 Approvals
The owner of a craft shall accept the obligation to supply sufficient information to enable the
Administration to fully assess the features of the design. It is strongly recommended that the
Company and the Administration and, where appropriate, the port State or States shall
commence discussions at the earliest possible stage so that the Administration may fully
evaluate the design in determining what additional or alternative requirements shall be
applied to the craft, to achieve the required level of safety.
The Lead surveyor will need to be satisfied that the craft will adequately withstand its
intended operating envelope. All equipment must be to the satisfaction of the Lead
Surveyor, who will generally apply IMO, ISO or IEC Standards. Where required by
legislation, particular items of equipment must be type approved.
The MCA will approve the manuals using the QMS procedure MCA 292. When the Lead
Surveyor is satisfied that a manual is acceptable, he will issue a letter to the operator and
put an authorised statement on the first page of the manual, showing the number of pages
and that no addition or amendment should be made without prior approval of the MCA.
1.7 Maintenance of conditions after survey
1.7.1 The condition of the craft and its equipment shall be maintained to conform with the
provisions of this Code to ensure that the craft in all respects will remain fit to operate
without danger to the craft or the persons on board.
1.7.2 After any survey of the craft under section 1.5 has been completed, no change shall
be made to structure, equipment, fittings, arrangements and materials covered by the
survey, without the sanction of the Administration.
1.7.3 Whenever an accident occurs to a craft or a defect is discovered, either of which

affects the safety of the craft or the efficiency or completeness of structure, equipment,
fittings, arrangements and materials, the person in charge or owner of the craft shall report
at the earliest opportunity to the Administration, the nominated surveyor or recognized
organization responsible, who shall cause investigations to be initiated to determine whether
a survey, as required by section 1.5, is necessary. If the craft is in an area under the
jurisdiction of another Government, the person in charge or the owner shall also report
immediately to the appropriate authorities of the port State and the nominated surveyor or
recognized organization shall ascertain that such a report has been made.
1.8 High-Speed Craft Safety Certificate
1.8.1 A Certificate called a High-Speed Craft Safety Certificate is issued after completion of
an initial or renewal survey to a craft which complies with the requirements of the Code. The
Certificate shall be issued or endorsed either by the Administration or by any person or
organization recognized by it. In every case, that Administration assumes full responsibility
for the Certificate. On all craft, all certificates issued under this chapter, or certified copies
thereof, shall be carried on the craft. Except where the flag State is a Party to the 1988
SOLAS Protocol, a copy of each of these certificates shall be posted up in a prominent and
accessible place in the craft.

Where a survey of a UK craft meets the requirement of this code in its entirety, the Lead
Surveyor will issue a High Speed Craft Safety Certificate in accordance with this section.
In case of an HSC engaged on sheltered domestic voyages which cannot comply fully with
the requirements of this code, the Lead Surveyor will issue a United Kingdom High Speed
Craft Safety Certificate. This is not allowed on seagoing domestic voyages by the EC
Directive 98/18/EC.
A United Kingdom High Speed Craft Safety Certificate will be of the same period as a High
Speed Craft Safety Certificate which will be valid for 5 years, subject to satisfactory annual
surveys.
Additional requirements for all passenger Ro-Ro HSC operating in UK waters:

In order for a HSC to obtain full approval of their stability calculations then the Stockholm
Agreement requirements must be satisfied, if required. Refer directly to S.I. 2004 No. 2884
The Merchant Shipping (Ro-Ro Passenger Ships) (Stability) Regulations 2004 and its
associated MSN 1790 (including Amendment 1) for application. Refer to the additional
requirements at the start of Chapter 2 and also Appendix C of this Guidance Document.
1.8.2 A Contracting Government to the Convention may, at the request of the

Administration, cause a craft to be surveyed and, if satisfied that the requirements of the
Code are complied with, shall issue or authorise the issue of a Certificate to the craft and,
where appropriate, endorse or authorize the endorsement of a Certificate on the craft in
accordance with the Code. Any Certificate so issued shall contain a statement to the effect
that it has been issued at the request of the Government of the State the flag of which the
craft is entitled to fly, and it shall have the same force and receive the same recognition as a
Certificate issued under 1.8.1.
1.8.3 The Certificate shall be that of the model given in the annex 1 to the Code. If the
language used is not English, French or Spanish, the text shall include a translation into one
of these languages.
1.8.4 The High-Speed Craft Safety Certificate shall be issued for a period specified by the
Administration which shall not exceed 5 years.
1.8.5 Notwithstanding the requirements of 1.8.4, when the renewal survey is completed
within three months before the expiry date of the existing Certificate, the new Certificate shall
be valid from the date of completion of the renewal survey to a date not exceeding 5 years
from the date of expiry of the existing Certificate.
1.8.6 When the renewal survey is completed after the expiry date of the existing
Certificate, the new Certificate shall be valid from the date of completion of the renewal
survey to a date not exceeding 5 years from the date of expiry of the existing Certificate.
1.8.7 When the renewal survey is completed more than 3 months before the expiry date of
the existing Certificate, the new Certificate shall be valid from the date of completion of the
renewal survey to a date not exceeding 5 years from the date of completion of the renewal
survey.
1.8.8 If a Certificate is issued for a period of less than 5 years, the Administration may
extend the validity of the Certificate beyond the expiry date to the maximum period specified
in 1.8.4, provided that the surveys required when a Certificate is issued for a period of 5
years are carried out.

1.8.9 If a renewal survey has been completed and a new Certificate cannot be issued or
placed on board the craft before the expiry date of the existing Certificate, the person or
organization authorized by the Administration may endorse the existing Certificate and such
a Certificate shall be accepted as valid for a further period which shall not exceed 5 months
from the expiry date.
1.8.10 If a craft, at the time when a Certificate expires, is not in the place in which it is to be
surveyed, the Administration may extend the period of validity of the Certificate but this
extension shall be granted only for the purpose of allowing the craft to proceed to the place
in which it is to be surveyed, and then only in cases where it appears proper and reasonable
to do so. No Certificate shall be extended for a period longer than one month, and a craft to
which an extension is granted shall not, on its arrival in the place in which it is to be
surveyed, be entitled by virtue of such extension to leave that place without having a new
Certificate. When the renewal survey is completed, the new Certificate shall be valid to a
date not exceeding 5 years from the date of expiry of the existing Certificate before the
extension was granted.
1.8.11 In special circumstances, as determined by the Administration, a new Certificate

need not be dated from the date of expiry of the existing Certificate as required by 1.8.6 or
1.8.10. In these circumstances, the new Certificate shall be valid to a date not exceeding 5
years from the date of completion of the renewal survey.
1.8.12 If a periodical survey is completed before the period specified in section 1.5 then:
.1 the anniversary date shown on the relevant Certificate shall be amended by

endorsement to a date which shall not be more than 3 months later than the
date on which the survey was completed;
.2 the subsequent periodical survey required by section 1.5 shall be completed

at the intervals prescribed by 1.5 using the new anniversary date; and
.3 the expiry date may remain unchanged provided one or more periodical
surveys are carried out so that the maximum intervals between the surveys
prescribed by 1.5.1.3 are not exceeded.
1.8.13 A Certificate issued under 1.8.1 or 1.8.2 shall cease to be valid in any of the following
cases:
.1 if the relevant surveys are not completed within the periods specified in 1.5.1;
.2 if the Certificate is not endorsed in accordance with 1.5.3;
.3 upon transfer of the craft to the flag of another State. A new Certificate shall
only be issued when the Government issuing the new Certificate is fully
satisfied that the craft is in compliance with the requirements of 1.7.1 and
1.7.2. In the case of a transfer between Governments that are Contracting
Governments to the Convention, if requested within 3 months after the
transfer has taken place, the Government of the State whose flag the craft
was formerly entitled to fly shall, as soon as possible, transmit to the
Administration a copy of the Certificate carried by the craft before the transfer
and, if available, copies of the relevant survey reports.
1.8.14 The privileges of the Code may not be claimed in favour of any craft unless it holds a
valid Certificate.

1.9 Permit to Operate High-Speed Craft
1.9.1 The craft shall not operate commercially unless a Permit to Operate High-Speed
Craft is issued and valid in addition to the High-Speed Craft Safety Certificate.
1.9.1.1 On all craft, transit voyages may be undertaken without a valid Permit to Operate
High-Speed Craft provided the craft is not operating commercially with passengers or cargo
onboard. For the purpose of this provision, these transit voyages include delivery voyages,
i.e., builder’s port to base port, and voyages for repositioning purposes, i.e., change of base
port and/or route. Such transit voyages in excess of the limits set out in this Code may be
undertaken provided that:
.1 the craft has a valid High-Speed Craft Safety Certificate or similar before the
start of such a voyage;
.2 the operator has developed a safety plan for the voyage including any
temporary accommodation and all relevant matters listed in 18.1.3 to ensure
that the craft is capable of safely completing the transit voyage;
.3 the master of the craft is provided with the materials and information
necessary to operate the craft safely during the transit voyage; and
.4 the Administration is satisfied that arrangements have been made for the
safe conduct of the voyage.
The master of a craft undergoing any transit voyage will be responsible to have a passage
plan in place which includes a risk assessment with respect to wake wash. See also 18.3.2
and Appendix D.
The passage plan, to be submitted to the Administration before commencement of the transit
or delivery voyage, is not limited to, but should consider the following:
Proposed route including way points and refuelling ports with anticipated,
Speeds and voyage and in port times, i.e. total voyage plan,
Identification of ports of refuge on route,
Use of weather/wave forecast and weather routing services,
Maximum speed vs significant wave height in the transit condition (no passenger or cargo),
Minimum safe manning document to provide sufficient work and rest periods,
For the crew on the longest leg of the voyage,
Sleeping accommodation, cooking and sanitary facilities (shower),
Safety management plan/certificate.
1.9.2 The Permit to Operate High-Speed Craft shall be issued by the Administration to
certify compliance with 1.2.2 to 1.2.7 and stipulate conditions of the operation of the craft
and drawn up on the basis of the information contained in the route operational manual
specified in chapter 18 of this Code.
To operate commercially, all high-speed craft (HSC) must have a Permit to Operate
(POHSC), setting out the safety limitations and conditions imposed on their operation. This is
drawn up on the basis of the information contained in the Route Operational Manual and the
Type Rating Certificates for the operating crew. The management and reduction of risk is
complemented by detailed operating and maintenance manuals, which must be carried on
board and agreed as part of the POHSC process. MCA HQ will continue to ensure

consistency across MCA Marine Offices by reviewing the draft POHSC and its supporting
documentation before it is issued in final form by the local Marine Office.
For newbuild HSC and HSC new (post 1 July 2008) to UK operations the limitations on the
Permit to Operate should be set taking consideration of the IMO Draft Guidelines for Uniform
Operating Limitations for High Speed Craft, MSC.1/Circ.1329. See Annex 2 and MCA
Headquarters for details.
1.9.3 Before issuing the Permit to Operate, the Administration shall consult with each port
State to obtain details of any operational conditions associated with operation of the craft in
that State. Any such conditions imposed shall be shown by the Administration on the Permit
to Operate and included in the route operational manual.
UK craft
The POHSC is issued by the Lead Surveyor to certify compliance with the general
requirements of the 1994 or 2000 HSC Code and, specifically, that the requirements of
paragraphs 1.2.2 to 1.2.11 and 18.1.3 of the 1994 or 2000 HSC Code have been met.
Before a POHSC can be issued, the following documents should be submitted by owners or
operators to the MCA’s relevant Lead Surveyor:
(a) High Speed Craft Safety Certificate or Dynamically Supported Craft Safety Certificate;
(b) copies of the Craft’s Manuals (see table in General Guidance);
(c) each Port State: evidence that relevant Port States have been consulted.
(d) each Harbour Authority: a statement from the relevant Harbour Authorities in each port of
call to confirm that the port authorities have agreed with the port arrangements made by
the operators (eg. Noise pollution, Air Pollution, Customs, wash from the craft within the
port limit, berthing, schedules, safety arrangements at terminals, etc);
(e) a statement from a Regional Director (who will be able to form an opinion based on
advice from the Area Operations Manager Survey and the Coastal Safety Manager) that
they are satisfied that arrangements are in place to deal with reasonable, foreseeable
emergencies, and search and rescue. Regional Directors’ contact details may be
obtained from any Coastguard office. The local Coastguard Rescue Co-ordination
Centre (MRCC/SC) would require a controlled copy of the company emergency
procedures manuals.
Refer to MSN 1783(M) (or any subsequent amendment)– Arrangements for the Carriage of
Agreed Search and Rescue Plans Aboard UK Passenger Vessels and the Merchant
Shipping (Safety of Navigation) Regulations S.I. 2002 No. 1473.

Non-UK craft
The POHSC is issued by the Flag State. The Lead Surveyor in the relevant Marine Office
must be fully consulted about the operational conditions and the consultation with each Port
State, each Port Authority and Coastguard. The craft's owners or operators must co-
ordinate all documentation and liaise with the Lead Surveyor.
The Lead Surveyor will issue a statement (in the format attached; Annex 2 to the Code) on
behalf of the UK (as the Port State) to certify compliance with the requirements. The owner
should be advised that a copy of this statement should be kept on board with the POHSC
and be available to MCA surveyors during inspection and/or ISM/SMC Audits.
All High-Speed Craft Operating in UK Waters
Operational criteria of the POHSC will include consideration of the effects of wash on other
vessels, coastal users and the shoreline. Operators of HSC in UK waters are therefore
required to submit:
− a risk assessment of the passage plan with respect to the effects of wake wash, and
− identification of any areas likely to be affected by wash and any subsequent action taken
to reduce it
Refer to Appendix D for further details on this risk assessment, also to 18.3.2 regarding
training.
In addition to the requirements of the HSC Code a Ro-Ro passenger vessel on a regular
scheduled international voyage is also required to comply with the Stockholm Agreement.
Refer to guidance under 1.8.1, Part A of Chapter 2 and Appendix C for further details.
1.9.4 A port State may inspect the craft and audit its documentation for the sole purpose of
verifying its compliance with the matters certified by and conditions associated with the
Permit to Operate. Where deficiencies are shown by such an audit, the Permit to Operate
ceases to be valid until such deficiencies are corrected or otherwise resolved.
The MCA may also be asked to issue a POHSC for a craft operating in UK waters on behalf
of another Flag State Administration. The Lead Surveyor will then issue the POHSC as for a
UK flag craft.
1.9.5 The provisions of 1.8 shall apply to the issue and the period of validity of the Permit
to Operate High-Speed Craft.
A POHSC will be valid for a period not exceeding 12 months, subject to the parallel validity
of the HSC Safety Certificate. A permit shall be re-issued for any amendment and after the
validity period has expired. Any amendments or renewal of the permit should follow the
same procedure as above.
1.9.6 The Permit to Operate High-Speed Craft shall be that of the model given in annex 2
to this Code. If the language used is not English, French or Spanish, the text shall include a
translation into one of these languages.
1.9.7 In determining the worst intended conditions and the operational limitations on all craft
for insertion in the Permit to Operate, the Administration shall give consideration to all the
parameters listed in annex 12. The limitations assigned shall be those that enable
compliance with all of these factors.

For HSC new to UK operations (post 1 July 2008) the limitations on the Permit to Operate
should be set taking consideration of MSC.1/Circ.1329 Guidelines for uniform operating
limitations of high-speed craft.. See Annex 2 for further instructions relating to this MSC
Circular.
For existing ships (pre 1 July 2008) the Guidelines should be met as far as reasonable and
practicable. Where a vessel continues or resumes an operation on a particular route/s for a
particular operator it is not expected by the MCA that the vessel’s limitations associated with
the Permit to Operate are reassessed in the light of the new Guidance. Where another host
or home state is involved in the vessels operation then a different approach may need to be
taken to meet their requirement.
1.10 Control
The provisions of regulation I/19 of the Convention shall be applied to include the Permit to
Operate High-Speed Craft in addition to the Certificate issued under 1.8.
1.11 Equivalents
1.11.1 Where this Code requires that a particular fitting, material, appliance or apparatus, or
type thereof, shall be fitted or carried in a craft, or that any particular provision shall be
made, the Administration may allow any other fitting, material, appliance or apparatus, or
type thereof, to be fitted or carried, or any other provision to be made in the craft, if it is
satisfied by trial thereof or otherwise that such fitting, material, appliance or apparatus, or
type thereof, or provision, is at least as effective as that required by this Code.
1.11.2 Where compliance with any of the requirements of this Code would be impractical for
the particular designs of the craft, the Administration may substitute those with alternative
requirements, provided that equivalent safety is achieved. The Administration which allows
any such substitution shall communicate to the Organization particulars of these
substitutions and the reasons therefor, which the Organization shall circulate to its Member
Governments for their information.
The MCA will consider alternative provisions and equipment that offer a demonstrated
equivalent level of safety, as required by the 2000 HSC Code. All agreed exemptions and
equivalents for craft engaged on international voyages should be reported to IMO. For
passenger vessels on seagoing domestic voyages any exemptions or equivalences to the
HSC Code should be agreed for that class of vessels by the EC under Article 7 of 98/18/EC
as amended. For HSC in operation in UK A, B, C, or D categorized waters any equivalencies
must be discussed with MCA Vessel Policy Branch.
All equivalents and alternative provisions should be agreed with the Agency in advance. In
case of existing craft, all equipment, equivalents and alternatives agreed/accepted by the
previous Flag State or Classification Societies must be presented by the operator, to MCA
for approval.
When an equivalence is applied for, reference should be made to the MCA’s current
guidance available on this.
Hovercraft
Where the special characteristics of hovercraft (ACVs) cause difficulty with demonstrating
full compliance with the 2000 HSC Code, the MCA will give consideration to the application

of specific aspects of the British Hovercraft Safety Requirements for guidance as offering an
equivalent level of safety. The B.H.S.R. were reviewed in 1991 and will not be updated.
The 'C' mark, draught marks and draught gauges, an echo sounding device and the risk
assessment of the passage plan with respect to wake wash will not necessarily be required.
1.12 Information to be made available
1.12.1 The Administration shall ensure that the management of the Company operating the
craft has provided the craft with adequate information and guidance in the form of manuals
to enable the craft to be operated and maintained safely. These manuals shall include a
route operational manual, craft operating manual, maintenance manual and servicing
schedule. Such information shall be updated as necessary.
1.12.2 The manuals shall contain at least the information specified in chapter 18, and shall
be in a language understood by the crew. Where this language is not English, a translation
into English shall be provided of at least the route operational manual and the craft operating
manual.
1.13 Further developments
1.13.1 It is recognized that there is much ongoing research and development in the design
of high-speed craft and that new types may emerge which have a different geometry to that
envisaged during the formulation of this Code. It is important that this Code does not restrict
this progress and the development of new designs.
1.13.2 A design may be produced which cannot comply with the provisions of this Code. In
such a case the Administration shall determine the extent to which the provisions of the
Code are applicable to the design and, if necessary, develop additional or alternative
requirements to provide an equivalent level of safety for the craft.
1.13.3 The foregoing shall be considered by the Administration when assessing the granting
of equivalents under the Code.
1.14 Circulation of safety information
1.14.1 In the event that an Administration has cause to investigate an accident involving a
craft to which this Code applies, that Administration shall provide a copy of the official report
to the Organization, which will invite Member States to note the existence of the report and
to obtain a copy.
1.14.2 In the event that operational experience reveals structural or equipment failures
affecting the safety of a design, craft owners shall inform the Administration.
1.15 Review of the Code
1.15.1 The Code shall be reviewed by the Organization at intervals preferably not exceeding
four years to consider revision of existing requirements to take account of new developments
in design and technology.
It should be noted that in future the Code will be reviewed at intervals not exceeding six
years, see clause 1.15.1 of the full text of the 2008 amendments.

1.15.2 Where a new development in design and technology has been found acceptable to
an Administration, that Administration may submit particulars of such development to the
Organization for consideration for incorporation into the Code during the periodical review.

CHAPTER 2
BUOYANCY, STABILITY AND SUBDIVISION
PART A - GENERAL
Stockholm Agreement
Ro-ro passenger craft operating to or from designated ports in North-West Europe and the
Baltic Sea are subject to this regional agreement, details of which are given in:
The Stockholm Agreement (Agreement Concerning Specific Stability Requirements for
RoRo Passenger Ships undertaking Regular Scheduled International Voyages Between or
To or From Designated Ports in North West Europe and the Baltic Sea) 28 February 1996,
the text of which is given as part of MSN 1673 (M) (superseded by MSN 1970(M) in April
2004) and which is invoked by:
SI 1997 No. 647, the Merchant Shipping (Ro-Ro Passenger Ship Survivability) Regulations
1997, now superseded by SI 2004 No. 2884, the Merchant Shipping (Ro-Ro Passenger
Ships) (Stability) Regulations 2004 and effective from 29 November 2004.
The requirements include consideration of the effect on stability of water on deck after
sustaining side damage. Guidance Notes on the application of The Stockholm Agreement to
High-Speed Craft and of Annexes 1, 2 and 3 of the Agreement are given in Appendix C to
these Instructions.
Reference should also be made to:
SI 2001 No. 152 The Merchant Shipping (Mandatory Surveys for Ro-Ro Ferry and High
Speed Passenger Craft) Regulations 2001 as amended by SI 2004 No. 1266 and effective
from 28 May 2004.
MGN 171 (M) Mandatory Surveys for Ro-Ro and High Speed Passenger Craft
2.1 General
2.1.1 A craft shall be provided with:
.1 stability characteristics and stabilization systems adequate for safety when

the craft is operated in the non-displacement mode and during the transitional
mode;
.2 buoyancy and stability characteristics adequate for safety where the craft is
operated in the displacement mode, both in the intact condition and the
damaged condition; and
.3 stability characteristics in the non-displacement and transitional modes

adequate to transfer the craft safely to displacement mode in case of any
system malfunction.
2.1.2 Account shall be taken of the effect of icing in the stability calculations. An example
of established practice for ice accretion allowances is given in annex 5 for the guidance of
the Administration.
2.1.3 For the purpose of this and other chapters, unless expressly defined otherwise, the
following definitions apply:
MSIS024/ CHAPTER 2/ REV 06/09/ PAGE 1 OF 28

.1 "Downflooding point" means any opening through which flooding of the
spaces which comprise the reserve buoyancy could take place while the craft
is in the intact or damaged condition, and inclines to an angle past the angle
of equilibrium.
Downflooding points include all openings, irrespective of size, that would permit passage of
water through a water / weathertight structure e.g. opening windows. but excludes any
opening kept closed to an appropriate standard of water / weathertightness at all times other
than when required for access or for operation of portable submersible bilge pumps in an
emergency e.g. non opening windows of similar strength and weathertight integrity to the
structure in which they are installed.
.2 "Fully submerged foil" means a foil having no lift components piercing the
surface of the water in the foil-borne mode.
.3 "Monohull craft" means any craft which is not a multihull craft.
.4 "Multihull craft" means a craft which in any normally achievable operating trim
or heel angle, has a rigid hull structure which penetrates the surface of the
sea over more than one discrete area.
.5 "Permeability" of a space means the percentage of the volume of that space

which can be occupied by water.
.6 "Skirt" means a downwardly extending, flexible structure used to contain or

divide an air cushion.
2.1.4 Other means of demonstrating compliance with the requirements of any part of this
chapter may be accepted, provided that the method chosen can be shown to provide an
equivalent level of safety. Such methods may include:
.1 mathematical simulation of dynamic behaviour;
.2 scale model testing; and
.3 full-scale trials.
Before any reliance is placed upon mathematical simulations reference should be made to
MCA Headquarters (Vessel Policy Unit) in every such case.
The adequacy of mathematical simulations must first be demonstrated by correlation with

full-scale or model tests for the appropriate type of craft. It may be appropriate to use
mathematical simulations to help to identify the more critical scenarios for subsequent
physical testing.
Some mathematical simulation methods are not well suited to accurate modelling of extreme
events. For safety level 3 or 4, it may be appropriate to use model testing as a precursor to,
or instead of, full-scale testing.
2.1.5 Model or full-scale tests and/or calculations (as appropriate) shall also include
consideration of the following known stability hazards to which high-speed craft are known to
be liable, according to craft type:
MSIS024/ CHAPTER 2/ REV 06/09/ PAGE 2

.1 directional instability, which is often coupled with roll and pitch instabilities;
.2 broaching and bow diving in following seas at speeds near to wave speed,
applicable to most types;
.3 bow diving of planing monohulls and catamarans due to dynamic loss of

longitudinal stability in relatively calm seas;
.4 reduction in transverse stability with increasing speed of monohulls;
.5 porpoising of planing monohulls, being coupled pitch and heave oscillations,

which can become violent;
.6 chine tripping, being a phenomenon of planing monohulls occurring when the

immersion of a chine generates a strong capsizing moment;
.7 plough-in of air-cushion vehicles, either longitudinal or transverse, as a result

of bow or side skirt tuck-under or sudden collapse of skirt geometry, which, in
extreme cases, can result in capsize;
.8 pitch instability of SWATH (small waterplane area twin hull) craft due to the
hydrodynamic moment developed as a result of the water flow over the
submerged lower hulls;
.9 reduction in effective metacentric height (roll stiffness) of surface effect ships

(SES) in high speed turns compared to that on a straight course, which can
result in sudden increases in heel angle and/or coupled roll and pitch
oscillations; and
.10 resonant rolling of SES in beam seas, which, in extreme cases, can result in
capsize.
Further information about these known hazards may be found in the technical literature.
Initially, the following may be found helpful, although the list is far from exhaustive:
.1 ‘A Case Study of Dynamic Instability in a Planing Hull’, Marine Technology, April
1987
.1-.3, .6 ‘Dynamic Stability of Planing Boats’, trans SNAME, Miami, February 1991
.2 & .3 ‘Test Techniques and Prediction Methods for Assessment of High-Speed Dynamic
Stability’, FAST’95
.2 & .3 MGN 327(M) Research Project 502 High-Speed Craft Dynamic Stability in
Following & Quartering Seas – Design Guidance and MGN 328(M) Research
Project 502 High-Speed Craft Dynamic Stability in Following & Quartering Seas -
Operational Guidance
.4 ‘Transverse Stability of Round-Bottomed High Speed Craft Underway’, National
Physical Laboratory Report 98, October 1968
.4 ‘Transverse Dynamic Stability of Planing Craft’, Marine Technology, Vol. 34, No. 2,
April 1997
.5 ‘Theoretical Determination of Porpoising Instability of High-Speed Planing Boats’,
Journal of Ship Research, Vol. 22, No. 1, March 1978

.7 ‘Report of the ARB Special Committee on Hovercraft Stability and Control’, CAA
Paper 75017, Civil Aviation Authority, London, June 1975
.8 ‘The HSVA Systematic SWATH Model Series’, FAST '95.
.9 & .10 ‘Means of Compliance – Stability of Sidewall Craft in the On-Cushion Mode’,
Technical Note 92001, CAA Hovercraft Dept, January 1992
The MCA has undertaken Research Project 502 into the dynamic stability of HSC in
following and quartering seas.
2.1.6 Suitable calculations shall be carried out and/or tests conducted to demonstrate that,
when operating within approved operational limitations, the craft will, after a disturbance
causing roll, pitch, heave or heel due to turning or any combination thereof, return to the
original attitude.
Model tests and full-scale trials are strongly preferred to satisfy this requirement. Where
calculations are employed, it shall first be shown that they correctly represent dynamic
behaviour within the operational limitations of the craft.
2.2 Intact buoyancy and watertight and weathertight integrity
The term “datum” is defined in 1.4.20, and the term “design waterline” in 1.4.21.
The term “ro-ro craft” is defined in 1.4.51, the term “ro-ro space” in 1.4.52, and the term
“special category space” in 1.4.55.
The term “watertight” is defined in 1.4.58, and the term “weathertight” in 1.4.60.
The term “elsewhere” in 2.2.7.3, 2.2.8.1.1, 2.2.8.2.2, 2.2.8.3.4, and 2.2.8.4.1 is taken as
applying to all “weathertight and watertight closures located on or below the datum”.
2.2.1 Buoyant spaces*
* These requirements encompass the need for all shell apertures and their closures to be provided with
satisfactory integrity.
This amendment entered into force on 1 July 2006 under Resolution MSC.175(79). The
previous title was “Intact buoyancy”.
2.2.1.1 All craft shall have a sufficient reserve of buoyancy at the design waterline to meet
the intact and damage stability requirements of this chapter. The Administration may require
a larger reserve of buoyancy to permit the craft to operate in any of its intended modes. This
reserve of buoyancy shall be calculated by including only those compartments that are:
.1 watertight and situated below the datum, or
.2 watertight or weathertight and situated above the datum.
In considering the stability after damage, flooding shall be assumed to occur until limited by
watertight boundaries in the equilibrium condition, and weathertight boundaries in
intermediate stages of flooding and within the range of positive righting lever required to
satisfy the residual stability requirements. Where a buoyant space may be subjected to
increased fluid pressure in the equilibrium position after damage, the boundaries and

associated openings and penetrations of that space shall be designed and constructed to
prevent the passage of fluid under that pressure.
The amendment adding this sentence entered into force on 1 July 2006 under Resolution
MSC.175(79).
Craft built in conformity with the requirements of organizations recognised by the

Administration, in accordance with regulation XI/1 of the Convention, may be considered to
possess adequate strength and integrity.
2.2.1.2 Arrangements shall be provided for checking the watertight or weathertight integrity
of those compartments taken into account in 2.2.1.1, and the details incorporated in the craft
operating manual required by 18.2.1.
2.2.2 Openings in watertight divisions
2.2.2.1 The number of openings in watertight bulkheads shall be reduced to the minimum
compatible with the design and proper working of the craft, and all such doors shall be
closed prior to departure of the craft from the berth.
2.2.2.2 Doors in watertight bulkheads may be hinged or sliding. They shall be shown by
suitable testing to be capable of maintaining the watertight integrity of the bulkhead. Such
testing shall be carried out for both sides of the door and shall apply a pressure head 10%
greater than that determined from the minimum permissible height of a downflooding
opening. Testing may be carried out either before or after the door is fitted into the craft but,
where shore testing is adopted, satisfactory installation in the craft shall be verified by
inspection and hose testing.
2.2.2.3 Type approval may be accepted in lieu of testing individual doors, provided the
approval process includes pressure testing to a head equal to, or greater, than the required
head (refer to 2.2.2.2).
2.2.2.4 All watertight doors shall be capable of being operated when the craft is inclined up
to 15°, and shall be fitted with means of indication in the operating compartment showing
whether they are open or closed. All such doors shall be capable of being opened and
closed locally from each side of the bulkhead.
2.2.2.5 Watertight doors shall remain closed when the craft is at sea, except that they may
be opened for access. A notice shall be attached to each door to the effect that it is not to
be left open.
2.2.2.6 Watertight doors shall be capable of being closed by remote control from the
operating compartment in not less than 20 s and not more than 40 s, and shall be provided
with an audible alarm, distinct from other alarms in the area, which will sound for at least 5 s
but no more than 10 s before the doors begin to move whenever the door is closed remotely
by power, and continue sounding until the door is completely closed. The power, control
and indicators shall be operable in the event of main power failure, as required by regulation
II-1/15.7.3 of the Convention. In passenger areas and areas where the ambient noise
exceeds 85 dB(A) the audible alarm shall be supplemented by an intermittent visual signal at
the door. If the Administration is satisfied that such doors are essential for the safe work of
the craft, hinged watertight doors having only local control may be permitted for areas to
which crew only have access, provided they are fitted with remote indicators as required by
2.2.2.4.

2.2.2.7 Where pipes, scuppers, electric cables, etc. are carried through watertight divisions,
the arrangements for creating a watertight penetration shall be of a type which has been
prototype tested under hydrostatic pressure equal to or greater than that required to be
withstood for the actual location in the craft in which they are to be installed. The test
pressure shall be maintained for at least 30 min and there must be no leakage through the
penetration arrangement during this period. The test pressure head shall be 10% greater
than that determined from the minimum permissible height of a downflooding opening.
Watertight bulkhead penetrations which are effected by continuous welding do not require
prototype testing. Valves on scuppers from weathertight compartments, included in the
stability calculations, shall have arrangements for remote closing from the operating station.
2.2.2.8 Where a ventilation trunk forms part of a watertight boundary, the trunk shall be
capable of withstanding the water pressure that may be present taking into account the
maximum inclination angle allowable during all stages of flooding.
2.2.3 Inner bow doors
2.2.3.1 Where ro-ro craft are fitted with bow loading openings, an inner bow door shall be
fitted abaft such openings, to restrict the extent of flooding in the event of failure of the outer
closure. This inner bow door, where fitted, shall be:
.1 weathertight to the deck above, which deck shall itself be weathertight

forward to the bow loading opening;
.2 so arranged as to preclude the possibility of a bow loading door causing

damage to it in the case of damage to, or detachment of, the bow loading
door;
.3 forward of all positions on the vehicle deck in which vehicles are intended to
be carried; and
.4 part of a boundary designed to prevent flooding into the remainder of the

craft.
It should be noted that unlike conventional ships, there is no requirement as such for a
collision bulkhead to be fitted to HSC Code craft.
2.2.3.2 A craft may be exempted from the requirement for such an inner bow door where
one of the following applies:
This amendment entered into force on 1 July 2006 under Resolution MSC.175(79). “May”
previously read “shall”.
.1 the vehicle loading deck at the inner bow door position is above the design
waterline by a height more than the significant wave height corresponding to
the worst intended conditions;
.2 it can be demonstrated using model tests or mathematical simulations that

when the craft is proceeding at a range of speeds up to the maximum
attainable speed in the loaded condition at all headings in long crested seas
of the greatest significant wave height corresponding to the worst intended
conditions, either:
.1 the bow loading door is not reached by waves; or

.2 having been tested with the bow loading door open to determine the
maximum steady state volume of water which accumulates, it can
be shown by static analysis that, with the same volume of water on
the vehicle deck(s) the residual stability requirements of 2.6.11 and
2.13 or 2.15 are satisfied. If the model tests or mathematical
simulations are unable to show that the volume of water accumulated
reaches a steady state, the craft shall be considered not to have
satisfied the conditions of this exemption.
Where mathematical simulations are employed they shall already have been
verified against full-scale or model testing;
The term “worst intended conditions” is defined in 1.4.61.
Guidelines for high-speed craft model testing
Reference should be made to MSC/Circ.1195 (Guidelines for the Conduct of High Speed
Craft Model Tests) which provides guidelines for the conduct of high-speed craft model
testing relating to this paragraph.
.3 bow loading openings lead to open ro-ro spaces provided with guard-rails or
having freeing ports complying with 2.2.3.2.4;
.4 the deck of the lowest ro-ro space above the design waterline is fitted on
each side of the deck with freeing ports evenly distributed along the sides of
the compartment. These shall either be proven to be acceptable using tests
according to 2.2.3.2.2 above or comply with the following:
.1 A > 0.3 l
where :
A = the total area of freeing ports on each side of the deck

in m2; and
l = the length of the compartment in m;
.2 the craft shall maintain a residual freeboard to the deck of the ro-ro
space of at least 1 m in the worst condition;
.3 such freeing ports shall be located within the height of 0.6 m above
the deck of the ro-ro space, and the lower edge of the ports shall be
within 0.02 m above the deck of the ro-ro space; and
.4 such freeing ports shall be fitted with closing devices or flaps to

prevent water entering the deck of the ro-ro space whilst allowing
water which may accumulate on the deck of the ro-ro space to drain.
2.2.4 Other provisions for ro-ro craft
The term “ro-ro craft” is defined in 1.4.51, “ro-ro space” in 1.4.52, and “special category
space” in 1.4.55.

2.2.4.1 All accesses in the ro-ro space that lead to spaces below the deck shall have a
lowest point which is not less than the height required from the tests conducted according to
2.2.3.2.2 or 3 m above the design waterline.
2.2.4.2 Where vehicle ramps are installed to give access to spaces below the deck of the
ro-ro space, their openings shall be capable of being closed weathertight to prevent ingress
of water below.
2.2.4.3 Accesses in the ro-ro space that lead to spaces below the ro-ro deck and having a
lowest point which is less than the height required from the tests conducted according to
2.2.3.2.2 or 3 m above the design waterline may be permitted provided they are watertight
and are closed before the craft leaves the berth on any voyage and remain closed until the
craft is at its next berth.
2.2.4.4 The accesses referred to in 2.2.4.2 and 2.2.4.3 above shall be fitted with alarm
indicators in the operating compartment.
2.2.4.5 Special category spaces and ro-ro spaces shall be patrolled or monitored by
effective means, such as television surveillance, so that any movement of vehicles in
adverse weather conditions and unauthorized access by passengers thereto can be
detected whilst the craft is underway (refer to 7.8.3.1).
2.2.5 Indicators and surveillance
2.2.5.1 Indicators
Indicators shall be provided in the operating compartment for all shell doors, loading doors
and other closing appliances which, if left open or not properly secured, could lead to major
flooding in the intact and damage conditions. The indicator system shall be designed on the
fail-safe principle and shall show by visual alarms if the door is not fully closed or if any of
the securing arrangements are not in place and fully locked, and by audible alarms if such
door or closing appliance becomes open or the securing arrangements become unsecured.
The indicator panel in the operating compartment shall be equipped with a mode selection
function 'harbour/sea voyage' so arranged that an audible alarm is given in the operating
compartment if the craft leaves harbour with the bow doors, inner doors, stern ramp or any
other side shell doors not closed or any closing device not in the correct position. The power
supply for the indicator systems shall be independent of the power supply for operating and
securing the doors.
2.2.5.2 Television surveillance
Television surveillance and a water leakage detection system shall be arranged to provide
an indication to the operating compartment and to the engine control station of any leakage
through inner and outer bow doors, stern doors or any other shell doors which could lead to
major flooding.
The term “operating compartment” is defined in 1.4.42.
For guidance on power supply of the television surveillance system refer to the guidance
under 7.8.3.1.
2.2.6 Integrity of superstructure
2.2.6.1 Where entry of water into structures above the datum would significantly influence
the stability and buoyancy of the craft, such structures shall be:
.1 of adequate strength to maintain the weathertight integrity and fitted with
weathertight closing appliances; or
.2 provided with adequate drainage arrangements; or
.3 an equivalent combination of both measures.
2.2.6.2 Weathertight superstructures and deckhouses located above the datum shall in the
outside boundaries have means of closing openings with sufficient strength such as to
maintain weathertight integrity in all damage conditions where the space in question is not
damaged. Furthermore, the means of closing shall be such as to maintain weathertight
integrity in all operational conditions.
2.2.7 Doors, windows, etc., in boundaries of weathertight spaces
2.2.7.1 Doors, windows, etc., and any associated frames and mullions in weathertight
superstructures and deckhouses shall be weathertight and shall not leak or fail at a uniformly
applied pressure less than that at which adjacent structure would experience permanent set
or fail. Conformity with the requirements of organizations recognized by the Administration
in accordance with regulation XI/1 of the Convention may be considered to possess
adequate strength.
2.2.7.2 For doors in weathertight superstructures, hose tests shall be carried out with a
water pressure from the outside in accordance with specifications at least equivalent to
those acceptable to the Organization.*
* Refer to ISO 6042 – Ships and Marine Technology – Weathertight single-leaf doors, or a similar standard.
2.2.7.3 The height above the deck of sills to doorways leading to exposed decks shall be as
high above the deck as is reasonable and practicable, particularly those located in exposed
positions. Such sill heights shall in general not be less than 100 mm for doors to
weathertight spaces on decks above the datum, and 250 mm elsewhere. For craft of 30 m
in length and under, sill heights may be reduced to the maximum which is consistent with the
safe working of the craft.
The term "elsewhere" is taken as applying to "all weathertight and watertight closures
located on or below the datum".
2.2.7.4 Windows shall not be permitted in the boundaries of special category spaces or
ro-ro spaces or below the datum. If required by restrictions in the Permit to Operate, forward
facing windows, or windows which may be submerged at any stage of flooding shall be fitted
with hinged or sliding storm shutters ready for immediate use.
2.2.7.5 Sidescuttles to spaces below the datum shall be fitted with efficient hinged
deadlights arranged inside so that they can be effectively closed and secured watertight.
2.2.7.6 No sidescuttle shall be fitted in a position so that its sill is below a line drawn parallel
to and one metre above the design waterline.
See also the Guidance Notes regarding windows given under Chapter 3 – Structure.
2.2.8 Hatchways and other openings

The following interpretation covers paragraphs 2.2.8.1.1, 2.2.8.2.2, 2.2.8.3.4, and 2.2.8.4.1:
The term “elsewhere” is taken as meaning “all weathertight and watertight closures located
on or below the datum”
2.2.8.1 Hatchways closed by weathertight covers
The construction and the means for securing the weathertightness of cargo and other
hatchways shall comply with the following:
.1 coaming heights shall in general not be less than 100 mm for hatches to
weathertight spaces on decks above the datum, and 250 mm elsewhere. For
craft of 30 m in length and under, coaming heights may be reduced to the
maximum which is consistent with the safe working of the craft;
.2 the height of these coamings may be reduced, or the coamings omitted

entirely, on condition that the Administration is satisfied that the safety of the
ship is not thereby impaired in any sea conditions up to the worst intended
conditions. Where coamings are provided, they shall be of substantial
construction; and
.3 the arrangements for securing and maintaining weathertightness shall ensure

that the tightness can be maintained in any sea conditions up to the worst
intended conditions.
2.2.8.2 Machinery space openings
2.2.8.2.1 Machinery space openings shall be properly framed and efficiently enclosed by
casings of ample strength and, where the casings are not protected by other structures, their
strength shall be specially considered. Access openings in such casings shall be fitted with
weathertight doors.
Conformity with the requirements of organizations recognized by the Administration in

accordance with regulation XI-1/1 of the Convention may be considered to possess
adequate strength.
2.2.8.2.2 Heights of sills and coaming shall, in general, not be less than 100 mm for
openings to weathertight spaces on decks above the datum, and 380 mm elsewhere. For
craft of 30 m in length and under, these heights may be reduced to the maximum which is
consistent with the safe working of the craft.
2.2.8.2.3 Machinery space ventilator openings shall comply with the requirements of
2.2.8.4.2.
2.2.8.3 Miscellaneous openings in exposed decks
2.2.8.3.1 Manholes and flush scuttles on the datum or within superstructures other than
enclosed superstructures shall be closed by substantial covers capable of being made
watertight. Unless secured by closely spaced bolts, the covers shall be permanently
attached.
2.2.8.3.2 Service hatches to machinery, etc. may be arranged as flush hatches provided
that the covers are secured by closely spaced bolts, are kept closed at sea, and are
equipped with arrangements for portable guardrails.

2.2.8.3.3 Openings in exposed decks leading to spaces below the datum or enclosed
superstructures other than hatchways, machinery space openings, manholes and flush
scuttles shall be protected by an enclosed superstructure, or by a deckhouse or
companionway of equivalent strength and weathertightness.
2.2.8.3.4 The height above the deck of sills to the doorways in companionways shall, in
general, not be less than 100 mm for doors to weathertight spaces on decks above the
datum, and 250 mm elsewhere. For craft of 30 m in length and under sill heights may be
reduced to the maximum which is consistent with the safe working of the craft.
2.2.8.4 Ventilators
2.2.8.4.1 Ventilators to spaces below the datum or decks of enclosed superstructures shall
have substantially constructed coamings efficiently connected to the deck. Coaming heights
shall in general not be less than 100 mm for ventilators to weathertight spaces on decks
above the datum, and 380 mm elsewhere. For craft of 30 m in length and under, coaming
heights may be reduced to the maximum which is consistent with the safe working of the
craft.
2.2.8.4.2 Ventilators the coamings of which extend to more than one metre above the deck
or which are fitted to decks above the datum need not be fitted with closing arrangements
unless they face forward or are specifically required by the Administration.
2.2.8.4.3 Except as provided in 2.2.8.4.2, ventilator openings shall be provided with

efficient weathertight closing appliances.
2.2.8.4.4 Ventilator openings shall face aft or athwartships wherever practicable.
2.2.9 Scuppers, inlets and discharges
2.2.9.1 Discharges led through the shell either from spaces below the datum or from within
superstructures and deckhouses fitted above the datum shall be fitted with efficient and
accessible means for preventing water from passing inboard. Normally each separate
discharge shall have one automatic non-return valve with a positive means of closing it from
a position above the datum. Where, however, the vertical distance from the design waterline
to the inboard end of the discharge pipe exceeds 0.01 L, the discharge may have two
automatic non-return valves without positive means of closing, provided that the inboard
valve is always accessible for examination under service conditions. Where that vertical
distance exceeds 0.02 L, a single automatic non-return valve without positive means of
closing may be accepted. The means for operating the positive action valve shall be readily
accessible and provided with an indicator showing whether the valve is open or closed.
2.2.9.2 Valves on scuppers from weathertight compartments included in the stability

calculations shall be operable from the operating compartment.
2.2.9.3 In manned machinery spaces, main and auxiliary sea inlets and discharges in
connection with the operation of machinery may be controlled locally. Such controls shall be
readily accessible and shall be provided with indicators showing whether the valves are
open or closed. In unmanned machinery spaces, main and auxiliary sea inlets and
discharges in connection with the operation of machinery shall be operable from the
operating compartment.
2.2.9.4 Scuppers leading from superstructures or deckhouses not fitted with weathertight
doors shall be led overboard.

2.2.9.5 All shell fittings and the valves required by this Code shall be of a suitable ductile
material. Valves of ordinary cast iron or similar material shall not be acceptable.
2.2.10 Air pipes
2.2.10.1 Main storage tanks containing flammable liquids or tanks which can be pumped or
filled from the sea shall have air pipes which do not terminate in enclosed spaces.
2.2.10.2 All air pipes extending to exposed decks shall have a height from the deck to the
point where water may have access below of at least 300 mm where the deck is less than
0.05L above the design waterline, and 150 mm on all other decks.
2.2.10.3 Air pipes may discharge through the side of the superstructure provided that this is
at a height of at least 0.02L above any waterline when the intact craft is heeled to an angle
of 15°, or 0.02L above the highest waterline at all stages of flooding as determined by the
damaged stability calculations, whichever is higher.
2.2.10.4 All air pipes shall be equipped with weathertight closing devices that close
automatically.
2.2.11 Freeing ports
2.2.11.1 Where bulwarks on weather decks form wells, ample provision shall be made for
rapidly freeing the decks of water and for draining them. The minimum freeing port area (A)
on each side of the craft for each well on the weather deck of the main hull(s) shall be:
.1 where the length of bulwark (l) in the well is 20 m or less:
A = 0.7 + 0.035 l (m2); and
.2 where l exceeds 20 m:
A = 0.07 l (m2),
and, in no case, l need be taken as greater than 0.7 L.
If the bulwark is more than 1.2 m in average height, the required area shall be increased
by 0.004 square metres per metre of length of well for each 0.1 m difference in height. If the
bulwark is less than 0.9 m in average height, the required area shall be decreased by 0.004
square metres per metre of length of well for each 0.1 m difference in height.
2.2.11.2 Such freeing ports shall be located within the height of 0.6 m above the deck and
the lower edge shall be within 0.02 m above the deck.
2.2.11.3 All such openings in the bulwarks shall be protected by rails or bars spaced
approximately 230 mm apart. If shutters are fitted to freeing ports, ample clearance shall be
provided to prevent jamming. Hinges shall have pins or bearings of non-corrodible material.
If shutters are fitted with securing appliances, these appliances shall be of approved
construction.
2.2.11.4 Craft having superstructures which are open in front or both ends shall comply
with the provisions of 2.2.11.1.
2.2.11.5 In craft having superstructures which are open at the aft end the minimum freeing
port area shall be:
A = 0.3 b (m2)
where:
b = the breadth of the craft at the exposed deck (m).
2.2.11.6 Ro-ro craft fitted with bow loading openings leading to open vehicle spaces shall
comply with the provisions of 2.2.3.
The term “displacement mode” is defined in 1.4.22.
The term “hydrofoil craft” is defined in 1.4.31, and the term “fully-submerged foil” in 2.1.3.2.
Hydrofoil craft may be of monohull or multihull form.
The term “monohull craft” is defined in 2.1.3.3, and “multihull craft” in 2.1.3.4.
2.3.1 Hydrofoil craft fitted with surface-piercing foils and/or fully submerged foils shall have
sufficient stability under all permitted cases of loading to comply with the relevant provisions
of annex 6 and specifically maintain a heel angle of less than 10º when subjected to the
greater of the heeling moments in 1.1.2 and 1.1.4 of that annex.
2.3.2 Subject to 2.3.4, multihull craft other than hydrofoil craft shall meet the relevant
requirements of annex 7 in all permitted cases of loading.
2.3.3 Subject to 2.3.4, monohull craft other than hydrofoil craft shall meet the relevant
requirements of annex 8 in all permitted conditions of loading.
2.3.4 Where the characteristics of multihull craft are inappropriate for application of annex
7 or the characteristics of monohull craft are inappropriate for application of annex 8, the
Administration may accept alternative criteria equivalent to those stipulated, as appropriate
to the type of craft and area of operation. The requirements of annexes 7 and 8 may be
applied as indicated in the table below.
The table is advisory, hence the use of the term “may”. For example: it may not prove
suitable for all styles of trimaran. Similarly monohull criteria may not prove suitable for air
cushion vehicles in the displacement mode. Examination of the righting lever curve will
normally reveal whether the craft has stability characteristics most like a monohull or a
multihull: the former having a modest metacentric height and angle of maximum righting
lever of over about 25°, whereas the latter have a large metacentric height and an angle of
maximum righting lever of less than about 25°.
Table 2.3.4 showing application of annexes 7 and 8 to monohull and multihull craft
(BWL.AWP) / ∇
GMT
< 7 >7
< 3.0 annex 8 annex 8 or annex 7
> 3.0 annex 8 or annex 7 annex 7
where:

BWL = maximum waterline beam at the design waterline (m); for multihull, this shall
be taken to the outside of sidehulls
AWP = waterplane area at the design waterline (m2)
∇ = volume of displacement at the design waterline (m3)
GMT = transverse metacentric height in the loading condition corresponding to the

design waterline, corrected for free surface effects (m)
The term “non-displacement mode” is defined in 1.4.38
2.4.1 The requirements of this section and section 2.12 shall be applied on the assumption
that any stabilisation systems fitted are fully operational.
2.4.2 The roll and pitch stability on the first and/or any other craft of a series shall be
qualitatively assessed during operational safety trials as required by chapter 18 and annex
9. The results of such trials may indicate the need to impose operational limitations.
2.4.3 Where craft are fitted with surface-piercing structure or appendages, precautions
shall be taken against dangerous attitudes or inclinations and loss of stability subsequent to
a collision with a submerged or floating object.
2.4.4 In designs where periodic use of cushion deformation is employed as a means of

assisting craft control, or periodic use of cushion air exhausting to atmosphere for purposes
of craft manoeuvring, the effects upon cushion-borne stability shall be determined, and the
limitations on the use by virtue of craft speed or attitude shall be established.
2.4.5 In the case of an air cushion vehicle fitted with flexible skirts, it shall be demonstrated
that the skirts remain stable under operational conditions.
The term “air-cushion vehicle” includes both amphibious and sidewall types (see 1.4.56) and
is defined in 1.4.2. The term “skirt” is defined in 2.1.3.6.
2.5 Intact stability in the transitional mode
The term “transitional mode” is defined in 1.4.57.
2.5.1 Under weather conditions up to the worst intended conditions, the time to pass from
the displacement mode to the non-displacement mode and vice versa shall be minimized
unless it is demonstrated that no substantial reduction of stability occurs during this
transition.
2.5.2 Hydrofoil craft shall comply with the relevant provisions of annex 6.
2.6.1 The requirements of this section apply to all permitted conditions of loading.
2.6.2 For the purpose of making damage stability calculations, the volume and surface
permeabilities shall be, in general, as follows:
Spaces Permeability
Appropriated to cargo or stores 60
Occupied by accommodation 95
Occupied by machinery 85
Intended for liquids 0 or 95*
Appropriated for cargo vehicles 90
Void spaces 95
* whichever results in the more severe requirements
2.6.3 Notwithstanding 2.6.2, permeability determined by direct calculation shall be used

where a more onerous condition results, and may be used where a less onerous condition
results from that provided according to 2.6.2.
Note that some designs have stiffening external to the compartment itself, and thus the use
of permeability greater than 0.95 may be appropriate where such spaces are void.
2.6.4 The Administration may permit the use of low-density foam or other media to provide
buoyancy in void spaces, provided that satisfactory evidence is provided that any such
proposed medium is the most suitable alternative and is:
.1 of closed-cell form if foam, or otherwise impervious to water absorption*;
The use of low density foam shall be discouraged on UK HSC.
* Reference may be made to ISO 2896, Cellular plastics, rigid — Determination of water
absorption for assessing water absorption properties.
The water absorption of low density material should not exceed 8 % by volume after being
fully submerged for 8 days according to ISO 2896 should be considered to be “impervious to
water absorption”. Material complying with IMO Resolution MSC.81(70) as amended by
MSC.226(82) effective 1st July 2008 should also be deemed to satisfy this standard. Refer
to: ISO 12217 – Small craft – Stability and buoyancy.
.2 structurally stable under service conditions;
.3 chemically inert in relation to structural materials with which it is in contact or

other substances with which the medium is likely to be in contact (reference is
made to 7.4.3.7); and
.4 properly secured in place and easily removable for inspection of the void
spaces.
2.6.5 The Administration may permit void bottom spaces to be fitted within the watertight
envelope of the hull without the provision of a bilge system or air pipes provided that:
.1 the structure is capable of withstanding the pressure head after any of the
damages required by this section;

.2 when carrying out a damage stability calculation in accordance with the
requirements of this section, any void space adjacent to the damaged zone
shall be included in the calculation and the criteria in 2.6, 2.13 and 2.15
complied with;
When calculating damage stability: any of those compartments adjacent to the damaged
compartment should be included in the calculation.
.3 the means by which water which has leaked into the void space is to be
removed shall be included in the craft operating manual required by chapter
18; and
.4 adequate ventilation is provided for inspection of the space under

consideration as required by 2.2.1.2.
Void spaces filled with foam or modular buoyancy elements or any space without a venting
system are also considered to be void spaces for the purposes of this paragraph, provided
such foam or elements fully comply with 2.6.4.
2.6.6 Any damage of a lesser extent than that postulated in 2.6.7 to 2.6.10, as applicable,
which would result in a more severe condition shall also be investigated. The shape of the
damage shall be assumed to be a parallelepiped.
Special note should be taken of the first sentence, as the most extensive damage does not
necessarily result in the most onerous residual condition. Lesser damage extents, especially
those that cause trim that results in reduced waterplane area may be more onerous to
satisfy.
A parallelepiped is defined as “a solid contained by parallelograms” and a parallelogram is

defined as “a four-sided rectilinear figure whose opposite sides are parallel”.
Applying this to 2.6.7.2, the inboard face at its midlength should be tangential to, or
otherwise touching in a least 2 places, the surface corresponding to the specified transverse
extent of penetration, as illustrated in Figure 2.6.7 a.
Side damage should not transversely penetrate a greater distance than the extent of 0.2∇ 1/3
at the design waterline, except where a lesser extent is provided for in 2.6.7.2. Refer to
Figures 2.6.7 b and c.
In cases of damage under 2.6.8 and 2.6.9, the assumed shape of damage to each section
should be rectangular.
2.6.7 Extent of side damage
The following side damages shall be assumed anywhere on the periphery of the craft:
.1 the longitudinal extent of damage shall be 0.75∇1/3, or (3 m + 0.225 ∇1/3), or 11

m, whichever is the least;
.2 the transverse extent of penetration into the craft shall be 0.2∇1/3. However,
where the craft is fitted with inflated skirts or with non-buoyant side structures, the
transverse extent of penetration shall be at least 0.12∇1/3 into the main buoyancy
hull or tank structure; and

.3 the vertical extent of damage shall be taken for the full vertical extent of the craft,
where: ∇ = volume of displacement corresponding to the design waterline (m3).
The term “design waterline” is defined in 1.4.21.
The shape of the damage shall be assumed to be a parallelepiped-shaped solid block

entering the side of the craft in a transverse direction as illustrated in Figure 2.6.7 a, b and c
below.
Periphery
If considering a multihull, the periphery of the craft is considered to only be the surface of the
shell encompassed by the outboard surface of the outermost hull at any given section.
Since damage to the “periphery” at the forward and aft ends of blunt-ended craft are not
adequately covered by consideration of side damage using the above general interpretation
of “periphery”, the following assumed extents of damage are to be applied in such cases as
illustrated in Figure 2.6.7d:
(a) at the fore end, damage to the area defined as Abow in 4.4.1, the aft limit of which being
a transverse vertical plane, provided that this area need not extend further aft from the
forward extremity of the craft’s watertight envelope than the distance defined in 2.6.7.1;
and
(b) at the aft end, damage to the area aft of a transverse vertical plane at a distance 0.2∇ 1/3
forward of the aft extremity of the watertight envelope of the hull.
The provisions of 2.6.6 in relation to damage of lesser extent remain applicable to such
damage.
transverse extent of
penetration C-L
transverse extent longitudinal

of penetration extent of
damage
Figure 2.6.7a
Transverse extent of
penetration

Design Waterline
Damage of less than
maximum vertical extent
Transverse
extent of Damage of
penetration less than
maximum
vertical
extent
Design Waterline
Damage penetration limited

below Design Waterline by a
vertical line
C-L
Figure 2.6.7 c
deck area = Abow

1/3
0.2∇
Transverse vertical planes
Figure 2.6.7
2.6.8 Extent of bottom damage in areas vulnerable to raking damage
2.6.8.1 Application
.1 Any part of the surface of the hull(s) is considered to be vulnerable to raking

damage if:
.1 it is in contact with the water at operational speed in smooth water,
and
.2 it also lies below two planes which are perpendicular to the craft
centreline plane and at heights as shown in figure 2.6.8.1.
For multihulls, individual hulls shall be considered separately.
The term “operational speed” is defined in 1.4.44.
.2 Raking damage shall be assumed to occur along any fore-and-aft line on the
surface of the hull(s) between the keel and the upper limit defined in the
figure below:
.3 Damage shall not be applied at the same time as that defined in 2.6.7 or
2.6.9.
This line is parallel to

the design waterline
0.3 T T design waterline
This area is
vulnerable to 0.5 L
raking
damage L
Figure 2.6.8.1
where: T = maximum draught of the hull (each hull considered individually in the
case of multihulls) to the design waterline, excluding any
non-buoyant structure.
For the purposes of the definition of T, structures such as single plate skegs or solid metal
appendages should be considered to be non-buoyant and thus excluded.
2.6.8.2 Extent
2.6.8.2.1 Two different longitudinal extents shall be considered separately:
.1 55% of the length L, measured from the most forward point of the
underwater buoyant volume of each hull; and
.2 a percentage of the length L, applied anywhere in the length of the craft,

equal to 35% for craft where L = 50m and over and equal to (L/2 + 10)% for
craft where L is less than 50m.
The length L is defined in 1.4.32.
2.6.8.2.2 Except as provided below, the penetration normal to the shell shall be 0.04∇1/3
or 0.5 m, whichever is the lesser, in association with a girth along the shell equal to 0.1∇1/3,

where ∇ is the volume of displacement corresponding to the design waterline (m3). However
this penetration or girth shall under no circumstances extend above the vertical extent of the
vulnerable area as specified in 2.6.8.1.1.
The shape of damage shall be assumed to be rectangular in the transverse plane as

illustrated in Figure 2.6.8.2 below. Damage is to be assumed at a series of sections within
the defined longitudinal extent in accordance with Figure 2.6.8.2, the mid-point of the
damaged girth being maintained at a constant distance from the centreline throughout that
longitudinal extent.
penetration normal
to the shell
girth along
the shell
Fig. 2.6.8.2
2.6.9 Extent of bottom damage in areas not vulnerable to raking damage
2.6.9.1 Application
This applies to all parts of the hull(s) which are not defined as vulnerable to raking damage
in 2.6.8.1. Damage shall not be applied at the same time as that defined in 2.6.7 or 2.6.8.
The Code in 2.6.9.1 is only considering bottom damages and therefore it should be clear
that the application of damage to all parts of the hull should only be between the design
waterline. “All parts” of the hull, should be assumed to apply to all parts of the hull(s) below
the design waterline that are not defined as vulnerable to raking damage.
2.6.9.2 Extent
The following extent of damage shall be assumed:
.1 the length of damage in the fore-and-aft direction shall be 0.75∇1/3, or (3 m +

0.225∇1/3), or 11 m whichever is the least;
.2 the athwartships girth of damage shall be 0.2∇1/3; and
.3 the depth of penetration normal to the shell shall be 0.02∇1/3,
where:
∇ = volume of displacement corresponding to the design waterline (m3).
The term “design waterline” is defined in 1.4.21.

The shape of damage should be assumed to be rectangular in the plane of the shell of the
craft, and rectangular in the transverse plane as illustrated in Figure 2.6.8.2 above.
2.6.10 In applying 2.6.8 and 2.6.9 to multihull craft, an obstruction at or below the design
waterline of up to 7 m width shall be considered in determining the number of hulls damaged
at any one time. The requirement of 2.6.6 shall also be applied.
2.6.11 Following any of the postulated damages detailed in 2.6.6 to 2.6.10, the craft in still
water shall have sufficient buoyancy and positive stability to simultaneously ensure that:
.1 for all craft other than amphibious air-cushion vehicles, after flooding has
ceased and a state of equilibrium has been reached, the final waterline is
below the level of any opening through which further flooding could take place
by at least 50% of the significant wave height corresponding to the worst
intended conditions;
.2 for amphibious air-cushion vehicles, after flooding has ceased and a state of
equilibrium has been reached, the final waterline is below the level of any
opening through which further flooding could take place by at least 25% of the
significant wave height corresponding to the worst intended conditions;
Opening windows are included for downflooding. Non opening windows are not included for
downflooding. (MSC/Circ.1102)
Refer to 2.1.3.1 for a definition of downflooding point.
Air-cushion vehicles are defined in 1.4.2.
.3 there is a positive freeboard from the damage waterline to survival craft

embarkation positions;
.4 essential emergency equipment, emergency radios, power supplies and

public address systems needed for organizing the evacuation remain
accessible and operational; and
.5 the residual stability of craft meets the appropriate criteria as laid out in
annexes 7 and 8 according to table 2.3.4. Within the range of positive
stability governed by the criteria of annexes 7 or 8, no unprotected opening
shall be submerged.
2.6.12 Downflooding openings referred to in 2.6.11.1 and 2.6.11.2 shall include doors and
hatches which are used for damage control or evacuation procedures, but may exclude
those which are closed by means of weathertight doors and hatch covers and not used for
damage control or evacuation procedures.
2.7.1 Every craft, on completion of build, shall be inclined and the elements of its stability
determined. When an accurate inclining is not practical, the lightweight displacement and
centre of gravity shall be determined by a lightweight survey and accurate calculation.
2.7.2 On all craft, where an accurate inclining experiment is impractical owing to the height
of the centre of gravity (VCG or KG) being less than one third of the transverse metacentric
height (GMT), the Administration may accept estimation of KG by detailed calculation in

place of an inclining experiment. In such cases, a displacement check shall be undertaken
to confirm the calculated lightship characteristics, including LCG, which may be accepted if
the measured lightship displacement and LCG are respectively within 2% and 1% L relative
to the estimate.
2.7.3 The master shall be supplied by the owner with reliable information relating to the
stability of the craft in accordance with the following provisions of this paragraph. The
information relating to stability shall, before being issued to the master, be submitted to the
Administration for approval, together with a copy thereof for their retention, and shall
incorporate such additions and amendments as the Administration may in any particular
case require.
2.7.4 Where any alterations are made to a craft so as significantly to affect the stability
information supplied to the master, amended stability information shall be provided. If
necessary, the craft shall be re-inclined.
2.7.5 A report of each inclining or lightweight survey carried out in accordance with this
chapter and of the calculation therefrom of the lightweight condition particulars shall be
submitted to the Administration for approval, together with a copy for their retention. The
approved report shall be placed on board the craft by the owner in the custody of the master
and shall incorporate such additions and amendments as the Administration may in any
particular case require. The amended lightweight condition particulars so obtained from time
to time shall be used by the master in substitution for such previously approved particulars
when calculating the craft's stability.
2.7.6 Following any inclining or lightweight survey, the master shall be supplied with
amended stability information if the Administration so requires. The information so supplied
shall be submitted to the Administration for approval, together with a copy thereof for their
retention, and shall incorporate such additions and amendments as the Administration may
in any particular case require.
2.7.7 Stability information demonstrating compliance with this chapter shall be furnished in
the form of a stability information book which shall be kept on board the craft at all times in
the custody of the master. The information shall include particulars appropriate to the craft
and shall reflect the craft loading conditions and mode of operation. Any enclosed
superstructures or deck-houses included in the cross curves of stability and the critical
downflooding points and angles shall be identified. At the operating station there shall be
plans showing clearly for each deck and hold the boundaries of the watertight
compartments, the openings therein with their means of closure and position of any controls
thereof.
2.7.8 Every craft shall have scales of draughts marked clearly at the bow and stern. In the
case where the draught marks are not located where they are easily readable, or operational
constraints for a particular trade make it difficult to read the draught marks, then the craft
shall also be fitted with a reliable draught-indicating system by which the bow and stern
draughts can be determined.
For amphibious air-cushion vehicles this may be achieved by the use of draught gauges and
deck datum plates. However, due to the buoyancy of the submerged skirts and air entrapped
in them and under the craft, this is not a reliable method of checking the weight of an ACV.
2.7.9 The owner or builder, as appropriate, shall ensure that the positions of the draught
marks are accurately determined and that the marks are located on the hull in a permanent
manner. Accuracy of the draught marks shall be demonstrated to the Administration prior to
the inclining experiment.
2.8 Loading and stability assessment
On completion of loading of the craft and prior to its departure on a voyage, the master shall
determine the trim and stability of the craft and also ascertain and record that the craft is in
compliance with stability criteria of the relevant requirements. The Administration may
accept the use of an electronic loading and stability computer or equivalent means for this
purpose.
In certain cases, it may be acceptable for vessels to be exempted from the requirement to
calculate loading and stability prior to departure. Examples of where an exemption may be
considered are as follows:
1. Where a vessel makes regular voyages to and from the same place in conditions of
loading which correspond closely to conditions in the approved Stability Information Booklet.
2. Where the maximum deadweight which a ship is capable of carrying does not exceed x
tonnes / y % lightship displacement. Values of x and y can be attained from MCA Vessel
Policy Branch.
3. Where the actual draught / deadweight does not exceed z % of the subdivision
draught / maximum. Values of z can be attained from MCA Vessel Policy Branch.
In cases 1 - 3 the following procedures should be put in place:
- Before the ship departs port, confirmation will be required that the actual condition of
loading corresponds closely to one of the approved loading conditions contained in the
Stability Information Book.
- The approved loading condition corresponding to the actual loading condition is to be

recorded in a book retained on board for this purpose.
- The approved loading conditions should reflect the vessels normal operating pattern and
should display sufficient reserve below the maximum allowable KG to account for minor
variations in trim, cargo distribution and free surface moment etc.
4. Where the approved loading conditions assume a pessimistic (high) VCG for cargo and it
is shown that the maximum allowable VCG cannot be exceeded in any practical loading
condition.
- In these cases, it will be sufficient for the Master to determine the draught and trim prior to
departure and confirm that these lie within the limiting range.
- The actual draught and trim should be recorded in a book retained onboard for this
purpose.
It should be noted that when the vessel carries cargo items which cannot readily be
confirmed as having a VC below the cargo VC assumed in the approved loading conditions,
a full calculation of the intended loading condition must be made prior to departure, using the
procedure contained in the approved Stability Information Booklet.
Owners wishing to exercise these options are advised to refer their proposals to MCA
Vessel Policy Branch. Reference should also be made to section 5.5 MCA Instructions for
the Guidance of Surveyors, Passenger Ship Construction - Classes I, II & II(A) which
contains extensive guidance on this subject.
2.9 Marking and recording of the design waterline
2.9.1 The design waterline shall be clearly and permanently marked on the craft’s outer
sides by the load line mark described below. This and the reference line described in
2.9.2.2 below shall be recorded in the High-Speed Craft Safety Certificate. For craft where
this is not practical, e.g. amphibious air-cushion vehicles fitted with peripheral skirts, defined
deck reference points shall be provided, from which the freeboard can be measured, and
hence the draughts obtained.
2.9.2 Load line mark
2.9.2.1 The load line mark shall consist of a ring with an outside diameter of 300 mm and
width of 25 mm which is intersected by a horizontal line of length 450 mm and having a
breadth of 25 mm, the upper edge of which passes through the centre of the ring. The
centre of the ring shall be placed at the longitudinal centre of flotation in the displacement
mode and at a height corresponding to the design waterline.
2.9.2.2 To assist in verifying the position of the load line mark, a reference line shall be
marked on the hull at the longitudinal centre of flotation by a horizontal bar having a length of
300 mm and a breadth of 25 mm and having the upper edge corresponding to the reference
line.
2.9.2.3 Where practicable, the reference line should be related to the uppermost deck at
side. Where it is not possible, the position of the reference line should be defined from the
underside of keel at the longitudinal centre of flotation.
2.9.2.4 The mark of the Authority by whom the load lines are assigned may be indicated
alongside the load line ring above the horizontal line which passes through the centre of the
ring, or above and below it. This mark shall consist of not more than four initials to identify
the Authority’s name, each measuring approximately 115 mm in height, and 75 mm in width.
2.9.2.5 The ring, lines and letters shall be painted in white or yellow on a dark ground or in
black on a light ground, and permanently marked. The marks shall be plainly visible.
2.9.3 Verification
The High-Speed Craft Safety Certificate shall not be delivered until the Administration has
verified that the marks are correctly and permanently indicated on the sides of the craft.
PART B - REQUIREMENTS FOR PASSENGER CRAFT

2.10 General
Where compliance with this chapter requires consideration of the effects of passenger
weight, the following information shall be used:
.1 The distribution of passengers is 4 persons per square metre.
.2 Each passenger has a mass of 75 kg.
.3 Vertical centre of gravity of seated passengers is 0.3 m above seat.

.4 Vertical centre of gravity of standing passengers is 1 m above deck.
.5 Passengers and luggage shall be considered to be in the space normally at

their disposal.
.6 Passengers shall be distributed on available deck areas towards one side of

the craft on the decks where assembly stations are located and in such a way
that they produce the most adverse heeling moment.
Calculation of passenger heeling moment

For the purposes of this paragraph:
1. When calculating the vertical centre-of-gravity, passengers assumed to be occupying
seats shall be taken as seated, with all others standing;
2. On the decks where assembly stations are located, the number of passengers on
each should be that which generates the maximum heeling moment. Any remaining
passengers should be assumed to occupy decks adjacent to those on which the
assembly stations are located, and positioned such that the combination of number
on each deck and total heeling moment generate the maximum static heel angle.
3. Passengers should not be assumed to gain access to the weather deck nor be
assumed to crowd abnormally towards either end of the craft unless this is a
necessary part of the planned evacuation procedure.
4. Where there are seats in areas occupied by passengers, one passenger per seat
should be assumed, passengers being assigned to the remaining free areas of deck
(including stairways if appropriate) at the rate of four per square metre.
The craft shall have sufficient intact stability that, when in still water conditions, the
inclination of the craft from the horizontal would not exceed 10º (under all permitted cases of
loading and uncontrolled passenger movements as may occur).
Variations in permissible trim are most often derived from the safe handling characteristics at
speed derived from the trials required by chapter 17, and the longitudinal centre-of-gravity
limitations defined according to 17.3.
2.12.1 The total heel angle in still water due to the effect of passenger movements or due to
beam wind pressure as per 1.1.4 of annex 6 shall not exceed 10º. Passenger movement
need not be considered where passengers are required to be seated whenever the craft is
operating in the non-displacement mode.
Demonstrating the effect of the passenger heeling moment calculated as given by 2.10
above, or a defined beam wind pressure when at speed should be established by
conducting a trial with an equivalent heeling moment applied by test weights. Passenger
movement may only be neglected on craft where the safety announcement (see 8.4.1 and
18.7) expressly requires passengers to remain seated throughout the voyage.
2.12.2 In all loading conditions, the outward heel due to turning shall not exceed 8º, and the
total heel due to beam wind pressure as per 1.1.4 of annex 6 and due to turning shall not
exceed 12º outward.
Demonstrating the effect of the defined beam wind pressure when at speed should be
established by conducting a trial with an equivalent heeling moment applied by test weights.
2.13.1 Following any of the postulated damages detailed in 2.6.6 to 2.6.10, in addition to
satisfying the requirements of 2.6.11 and 2.6.12, the craft in still water shall have sufficient
buoyancy and positive stability to simultaneously ensure that:
.1 the angle of inclination of the craft from the horizontal does not normally
exceed 10º in any direction. However, where this is clearly impractical, angles
of inclination up to 15º immediately after damage but reducing to 10º within
15 min shall be permitted provided that efficient non-slip deck surfaces and
suitable holding points, e.g., holes, bars, etc., are provided; and
Refer to the Recommendations on a standard method for establishing compliance with the
requirements for cross-flooding arrangements in passenger ships adopted by the
Organization by resolution A.266(VIII) as amended.
.2 any flooding of passenger compartments or escape routes which might occur

will not significantly impede the evacuation of passengers.
Flooding of passenger compartments or escape routes which exceeds a depth of 0.2m at the
equilibrium waterline in calm water is considered to significantly impede evacuation. No
flooding of escape routes is acceptable on craft where these escape routes include a door.
It is not intended to apply dry shod evacuation in the case of full raking damage situations.
2.13.2 In addition to the requirements in 2.13.1, category B craft shall also satisfy the
following criteria after sustaining raking damage of 100% of length L, having the girth and
penetration given in 2.6.8.2.2, to any part of the surface of the hull(s) defined in 2.6.8.1:
.1 the angle of inclination of the craft from the horizontal shall not exceed 20° in
the equilibrium condition;
.2 the range of positive righting lever shall be at least 15° in the equilibrium
condition;
.3 the positive area under the righting lever curve shall be at least 0.015 m-rad
in the equilibrium condition;
.4 the requirements of 2.6.11.3 and 2.13.1.2 are satisfied; and
The requirements of 2.13.1.2 should be reviewed on a case by case basis for the 100%
damage length situation. MCA headquarters will review the appropriateness and practicality
of all evacuation routes satisfying 2.13.1.2.
.5 in intermediate stages of flooding, the maximum righting lever shall be at

least 0.05 m and the range of positive righting lever shall be at least 7°.
In complying with the above, the righting lever curve shall be terminated at the angle of
downflooding, and only one free surface need be assumed.

2.14.1 At periodical intervals not exceeding 5 years, a lightweight survey shall be carried out
on all passenger craft to verify any changes in lightweight displacement and longitudinal
centre of gravity. The passenger craft shall be re-inclined whenever, in comparison with the
approved stability information, a deviation from the lightweight displacement exceeding 2%,
or a deviation of the longitudinal centre of gravity exceeding 1% of L is found or anticipated.
2.14.2 A report of each inclining or lightweight survey carried out in accordance with 2.7.1
and of the calculation therefrom of the lightweight condition particulars shall be submitted to
the Administration for approval, together with a copy for their retention. The approved report
shall be placed on board the craft by the owner in the custody of the master and shall
incorporate such additions and amendments as the Administration may in any particular
case require. The amended lightweight condition particulars so obtained from time to time
shall be used by the master in substitution for such previously approved particulars when
calculating the craft's stability.
2.14.3 Following any inclining or lightweight survey, the master shall be supplied with
amended stability information if the Administration so requires. The information so supplied
shall be submitted to the Administration for approval, together with a copy thereof for their
retention, and shall incorporate such additions and amendments as the Administration may
in any particular case require.
PART C - REQUIREMENTS FOR CARGO CRAFT
Following any of the postulated damages detailed in 2.6.6 to 2.6.10, in addition to satisfying
the requirements of 2.6.11 and 2.6.12, the craft in still water shall have sufficient buoyancy
and positive stability to simultaneously ensure that the angle of inclination of the craft from
the horizontal does not normally exceed 15º in any direction. However, where this is clearly
impractical, angles of inclination up to 20º immediately after damage but reducing to 15º
within 15 min may be permitted provided that efficient non-slip deck surfaces and suitable
holding points are provided.
Refer to the Recommendations on a standard method for establishing compliance with the
requirements for cross-flooding arrangements in passenger ships adopted by the
Organization by resolution A.266(VIII) as amended.
2.16 Inclining
Where it is satisfied by lightweight survey, weighing or other demonstration that the

lightweight of a craft is closely similar to that of another craft of the series to which 2.7.1 has
been applied, the Administration may waive the requirement of 2.7.1 for craft to be inclined.
In this regard, a craft which lies within the parameters of 2.14.1, when compared with a craft
of the series which has been inclined, shall be regarded as being closely similar to that craft.

CHAPTER 3
STRUCTURES
3.1 General
This chapter covers those elements of hull and superstructure which provide longitudinal and
other primary and local strength of the craft as a whole and also other important components
such as foils and skirts which are directly associated with the hull and superstructure.
To determine whether the proposals relating to the construction of the ship comply with the
requirements of the regulations the surveyor should obtain from the shipbuilder, owner, or
his consultant, all plans and particulars necessary for the consideration of the craft. See also
Survey and Certification Instructions.
All plans, particulars and calculations should be in the English language, or should include
an adequate English translation. Measurements should be in metric (SI) units.
The plans and particulars to be submitted should include the procedures and calculation
methods used to justify the arrangements, materials, constructional methods, scantling and
closures proposed.
Reference should be made to the requirements for surveys (1.5), maintenance of conditions
after survey (1.7) and provision of information on structural failures (1.14.2).
3.2 Materials
Materials used for the hull and superstructure and the other features referred to in 3.1 shall
be adequate for the intended use of the craft.
The quality, strength and testing of materials and constructional methods proposed for the hull,
bulkheads, decks, superstructures and deckhouses; and any attachments thereto, are to be in
accordance with recognised standards such as the requirements of a recognised Classification
Society or BS or ISO standard. Otherwise particulars are to be provided for consideration, as
noted under 3.1.
In assessing “adequacy for intended use” reference should be made to the provisions of
chapter 7, in particular:
- 7.4.1.3 requiring that the hull, superstructure, structural bulkheads, decks, deckhouses and
pillars generally be constructed of approved non-combustible materials (defined in 7.2.3),
but see note below;
- 7.4.2.3 requiring certain main load-carrying structures to be designed not to collapse when
exposed to fire;
- 7.4.2.4 and 7.4.2.5 requiring measures to limit the temperature rise of aluminium alloys and
combustible materials;
- 7.4.3.7 requiring the use of materials not capable of producing excessive quantities of
smoke or toxic products as determined using the FTP Code;

- 7.2.1 describing the requirements for fire resisting divisions;
- 7.2.5 giving the meaning of the expression “steel or other equivalent material”.
Aluminium alloys are acceptable, provided 7.2.5 and 7.4.2.4 are satisfied.
Notwithstanding the first sentence of 7.4.1.3 and paragraph 7.4.3.7, fibre reinforced
composites may also be acceptable, provided they are suitably insulated as provided for by
7.4.2.5 and the second sentence of 7.4.1.3.
3.3 Structural strength
The structure shall be capable of withstanding the static and dynamic loads which can act on
the craft under all operating conditions in which the craft is permitted to operate, without
such loading resulting in inadmissible deformation and loss of watertightness or interfering
with the safe operation of the craft.
Structural plans
All structural plans should identify the nature and physical properties of the materials being
used and their means of connection.
Where the craft is classed with one of the UK's recognised organisations†, (see Appendix B and
MSN 1672(M+F) including amendments, SI 1996 No.2908 The Merchant Shipping (Ship
Inspection and Survey Organisations) Regulations 1996, and MGN 322 (M+F), Ship Survey
Standards, for details) it will be sufficient for the surveyor to obtain from the shipbuilder or
consultant stamped approved copies of the drawings submitted to the recognised organisation
(Classification Society) together with that Society's approval. The surveyor should ensure that
the scantlings are approved for the proposed maximum operational weight (as defined in
paragraph 1.4.37 of the Code) and that the strength is sufficient for the intended service.
†
note that Class NK is not authorized to undertake work for passenger vessels.
The adequacy of the structural strength should be determined in relation to the critical design
conditions (defined in 1.4.19) in order to provide for a margin over the worst intended conditions
(defined in 1.4.61).
Arrangements and scantlings should be suitable to maintain watertight and weathertight

integrity as required by paragraph 2.2.
In particular, watertight bulkheads are to be of sufficient strength and construction to withstand,

with an adequate margin of resistance, the pressure due to the maximum head of water which
may be sustained following damage to the ship, see chapter 2, or the pressure due to a head of
water up to the margin line or top of the air/overflow pipe, whichever is greater. Such maximum
head shall include any additional head that may result from flooding or heeling.
Where a ship is not classed with one of the recognized organisations, the guidance laid down in
MGN 322(M+F) on Ship Survey Standards should be followed and the owner’s proposed
structural arrangements attachments and means of closure should be examined locally and
forwarded to MCA headquarters with comments for approval. If the vessel is unclassed and
under 24 m in length refer to MGN 322(M+F) and to MCA Headquarters for guidance.

Requirements for side scuttles and windows - general
The requirements for external windows fitted to spaces included in the stability calculations
are described in detail in the paragraphs below, as are those for the internal windows.
External windows fitted to spaces excluded from the stability calculations and above the
weathertight spaces should be of toughened glass panes to an appropriate standard (for the
type/size/restrictions of the vessel and positioning/size of the glass on the vessel), see also
4.1.4.
In considering the design and strength of side scuttles and windows, reference should be
made to the requirements of paragraphs 2.2.7 (windows in weathertight boundaries) and
4.1.4 (escapes) and Chapter 7 (fire safety) of the Code.
The approach to be taken when considering the acceptance of windows or side scuttles shall
depend upon the basis upon which these items have been constructed.
They may be of a type which has previously been “type approved” by a recognised
organisation, they may be constructed to the rules of a recognised organisation or they may
have been designed and constructed on a “one-off” basis, in which case approval shall be by
testing to the appropriate standard.
In general, where it is proposed to use materials other than toughened safety glass panes,
their use should be in accordance with the requirements of an acceptable standard
appropriate to the proposed Class and service of the vessel. Otherwise full details of the
proposed materials and their use should be submitted to MCA Headquarters for
consideration of acceptance as an ‘equivalent’ to the requirements of a relevant standard.
Note that MGN 322 (M+F) requires vessels to be classed, and one of the items covered
under Class is side scuttles and windows. Therefore the type approval process will be
followed by the recognised organisation.
ISO 5779 (Ordinary Rectangular Windows – Positioning) specifies the allowable positioning
of windows approved to ISO 3903 (Ships Ordinary Rectangular Windows), ISO 5780
(Shipbuilding — Side scuttles — Positioning) specifies the allowable positioning of windows
approved to ISO 1751 (Ships’ Side Scuttles). ISO 3902 (Gaskets for rectangular windows
and side scuttles) provides further detail to these standards.
Side scuttles and windows in conventional ships are addressed through the Loadline
Convention, however in the case of high speed craft this is dealt with within the HSC Code
itself, see Chapters 1 and 2 for details: paragraph 2.2 for loadline issues, 2.9.2 for marking of
the design waterline, and 4.11 for protection of the crew.
Type approved side scuttles and windows
Where side scuttles and windows are constructed in accordance with a type approved
design, then their frames should be marked in accordance with the applicable standard
under which such type approval was given. Recognised standards are BSMA 24 and ISO
1095 (both superseded in 2004 by ISO 21005 Thermally toughened safety glass panes for
windows and side scuttles), ISO 1751 (Ships' side scuttles), ISO 3903 (Ships' ordinary
rectangular windows) and BSMA 25 (Specification for ships’ windows).
In addition, glasses used in the construction of side scuttles and windows should also
comply with the relevant requirements of BSMA 24 and ISO 1095 (both superseded in 2004
by ISO 21005), ISO 614 (Toughened safety glass panes for rectangular windows and side
scuttles — Punch method of non-destructive strength testing) or BSMA 25 (Specification for
ships’ windows).
Additional checks should be undertaken during plan and as fitted approval, and comparison
of the frames and fitting with the requirements of the applicable standard. Where there is any
doubt, further comparison would need to be made with the approved drawings cited in the
type approval certificate (or attached schedules) before any referral was made to

headquarters for advice regarding non-compliance of the frame with the approved design or
of the approved design in relation to the applicable standard.
Class approved side scuttles and windows
Where side scuttles and windows are constructed in accordance with the requirements of a
UK recognised organisation, then the surveyor should approach the builders to provide
supporting documentation in the form of copies of the approved construction drawings
stamped and endorsed by the class society.
It is of particular importance in such cases that the surveyor should satisfy himself that
approval of both the frame and the glasses is given with respect to construction rules which
are fully appropriate for the design, the proposed protection and the service of the vessel.
Side scuttles and windows of non-approved type
Where side scuttles and windows presented for survey are not of a type previously approved
in accordance with the requirements of a recognised standard, then the surveyor should
either ask that the approval is undertaken by a recognised organisation or evaluate such
items on an individual basis for the vessel concerned (see Para. 3.1 guidance on the plans
detail to be required).
In cases where non-approved frames presented for survey do not conform to any recognised
standard, or are not in full accordance with the provisions of the applicable standard, full
details including supporting documentation regarding the chemical composition and
mechanical strength of the materials used should be referred to MCA Headquarters for
consideration of acceptance as an “equivalent” to the requirements of a relevant standard.
The surveyor should assess the materials and construction against a recognised standard
appropriate to the proposed application noting that strength tests may be required on sample
panes on frame materials to confirm compliance where documentary evidence is not
available, and that glass thicknesses are appropriate to the position and size of the each
side scuttle or window under consideration, (see under type approval, Para. above).
Where the design of proposed frames and glasses is shown to comply with the requirements
of an appropriate standard the frames should be marked during manufacturing in
accordance with the provisions of the standard, where such markings are specified, and
formal notification of the approval should be given to the builders.
Side scuttles and windows - glazing materials other than glass
The material used for side scuttles, windows and for enclosing promenades and deck
spaces should normally be heat treated toughened safety glass. However, the use of other
materials may be considered provided that these fulfil relevant provisions for strength,
stiffness, structural fire protection, visibility and location and suitability for use as means of
escape.
In general, where it is proposed to use materials other than toughened safety glass panes,
their use should be in accordance with the requirements of an acceptable standard
appropriate to the proposed seagoing service / category of water and service of the vessel.
Otherwise, full details of the proposed materials and their use should be submitted to MCA
Headquarters for consideration of acceptance as an ‘equivalent’ to the requirements of a
relevant standard.
Internal glazing of windows and other translucent divisions
Where it is proposed to fit internal glazed divisions in a vessel then application of BSMA 24
and ISO 1095 (both superseded in 2004 by ISO 21005 Thermally toughened safety glass
panes for windows and side scuttles, published in 2004), ISO 3903 (Ships' ordinary
rectangular windows) or BSMA 25 (Specification for ships’ windows), may not be
appropriate.

Whilst such internal divisions should be glazed using heat treated toughened safety glass,
the use of other materials will be accepted provided that these comply with the requirements
of an acceptable standard. Such standards may be those of a recognised classification
society, appropriate for the Class and service of the vessel, or other national or international
standards applicable to such divisions, provided that they are appropriate to the application
under consideration.
In such cases the surveyor should satisfy himself that any such division is constructed in a
manner which shall afford passengers and crew the maximum protection in the event of
breakage.
An appropriate standard for such consideration would be BS 6206 (Specification for impact
performance requirements for flat safety glass and safety plastics for use in buildings) which
relates to the “impact” testing of glazed constructions used in land based applications. This
standard grades glazing arrangements in three strength bands A to C, where A affords the
highest impact resistance. Glazing arrangements (such as a door or window unit) shall pass
the test if the pane “breaks safely” or does not break during the test.
It is recommended that only units which meet Class A, and are marked as such, are
accepted for marine use, noting that in the case of plastics and laminated glasses,
preference should be given to constructions which did not break during impact testing.
Copies of test certificates specifying the test result should be available from the
manufacturers on request.
Alternatively, appropriately marked toughened glass panes, strength tested in accordance
with BSMA 24 and ISO 1095 (superseded in 2004 by ISO 21005) or ISO 614 (Toughened
safety glass panes for rectangular windows and side scuttles — Punch method of non-
destructive strength testing), or another applicable standard, may be accepted for use in
internal screens/divisions with the recommendation that panes which exceed 0.75 sq.m in
area have a minimum thickness of 10 mm and those smaller than 0.75 sq.m have a
minimum thickness of 6 mm.
In cases where the surveyor is unsure as to the acceptability of proposed internal glazing
arrangements, they should refer the case to MCA Headquarters for consideration giving
comments and as much detail as possible with respect to the position, construction and
glazing of each item, along with details of any markings or certification supplied by the
manufacturer/shipbuilder in support of the proposed construction.
3.4 Cyclic loads
Cyclic loads, including those from vibrations which can occur on the craft, shall not:
.1 impair the integrity of structure during the anticipated service life of the craft or
the service life agreed with the Administration;
.2 hinder normal functioning of machinery and equipment; and
.3 impair the ability of the crew to carry out its duties.
In considering cyclic loads, due account should be taken of the fatigue properties of the
materials being employed in determining safe working stresses.
For typical catamaran designs where L<50m (and L/D ratio to be less than 12) a global
analysis is not required. For vessels with these proportions then the local strength
requirements "drive" the plate thickness/section modulus such that global analysis is in most
cases unnecessary.

The above should not be taken to mean that plate/stiffener/girder are only looked at from a
local perspective. For a vessel of the size indicated then it would be prudent to undertake
analysis of several frames, generally through beam element modelling and it is this analysis
where loading such as racking is assessed. In addition the transverse tunnel structure
should be modelled, this is more of a global model in the sense that all the cross structure
will be modelled and analysis is undertaken for transverse bending and pitch (torsional)
loading.
Fatigue for L<50m, L/D <12 is addressed by the allowables for local strength but this is with
the caveat that standard details are applied and Class alignment tolerances are followed. If
new connection details are applied then analysis will be necessary.
3.5 Design criteria
The Administration shall be satisfied that the choice of design conditions, design loads and
accepted safety factors corresponds to the intended operating conditions for which
certification is sought.
The scantlings should be determined with respect to the proposed maximum operational weight
(defined in 1.4.37) and that the strength is sufficient for the critical design conditions (defined in
1.4.19) in order to provide for a margin over the worst intended conditions (defined in 1.4.61).
These parameters should encompass those envisaged for the Permit to Operate. The design
conditions and loads should include:
- longitudinal and transverse hull bending and torsion in a seaway, in both displacement and
non-displacement modes;
- localised loads eg: due to hydrostatic pressure, slamming on hull bottom (and wet-deck if
appropriate), vehicle wheels, point loads, etc.;
- high speed manoeuvres, including loads on appendages;
- emergency conditions such as anchoring, towing, collision deceleration, plough-in, flooding;

and
- drydocking, (or being lifted, if appropriate).
Reference should specifically be made to the requirements in respect of:
- design accelerations (see paragraph 4.3);
- accommodation design (see paragraph 4.4); and
- attachment of passenger seating (see paragraph 4.5).
3.6 Trials
If the Administration consider it necessary, it shall require full-scale trials to be undertaken in

which loadings are determined. Cognisance shall be taken of the results where these
indicate that loading assumptions of structural calculations have been inadequate.

CHAPTER 4
ACCOMMODATION AND ESCAPE MEASURES
EU Directive on Safety Requirements for Persons with Reduced Mobility on

Domestic Passenger Ships (2003/24/EC)
Directive 2003/24/EC amends 98/18/EC on safety rules and standards for seagoing
domestic passenger ships and requires appropriate measures to be taken for high speed
craft used for public transport (see Regulation 7A of S.I. 2004 No. 302 The Merchant
of Reduced Mobility’ which is Annex III to the Directive 2003/24/EC (see Article 2 (w)) of the
Directive for a definition of persons of reduced mobility). This Directive applies to all high
Vessels on International voyages are recommended to follow the IMO's MSC/Circ.735 (see
MGN 31) which is elaborated by the Disabled Persons Transport Advisory Committee
(DPTAC) publication "The design of large passenger ships and passenger infrastructure:
Guidance on meeting the needs of disabled people". This is available online at
www.dptac.gov.uk.
Maritime Labour Convention ILO178

The MCA have implemented a regular inspection regime and apply the ILO
Recommendations to the Convention to promote and ensure effective co-operation between
inspectors, ship owners, seafarers and their respective organizations, in order to maintain or
improve seafarers’ working and living conditions.
The requirements of the Maritime Labour Convention (MLC) need to be addressed for
seagoing vessels. This came into force 2 July 2004. For further details on ILO178 refer to
MSN 1769(M) International Labour Organization Convention (ILO) 178 and
Recommendation 185 – Concerning the Inspection of Seafarers’ Working and Living
Conditions and MGN 345(M) Alternative Compliance Scheme. The MLC 2006, which brings
almost all existing maritime labour instruments together into a single new Convention, comes
into force in 2010 and will entail a more detailed inspection.
Vessels >500 tonnes require a Maritime Labour Certificate (MLC). Vessels >200 gt but <500
gt shall be surveyed but will not be given an MLC. Vessels <200 gt and not on international
voyages will be subject to a general exemption but the seafarer rights will need to be
addressed and surveyed for. Existing ships, according to MLC2006, will be treated on a case

by case basis but will generally be substantially exempted from the requirements. The
Maritime Labour Convention does not apply to vessels in categorized waters.
4.1 General
4.1.1 Public spaces and crew accommodation shall be designed and arranged so as to
protect the occupants from unfavourable environmental conditions and to minimize the risk
of injury to occupants during normal and emergency conditions.
4.1.2 Spaces accessible to passengers shall not contain controls, electrical equipment,
high-temperature parts and pipelines, rotating assemblies or other items, from which injury to
passengers could result, unless such items are adequately shielded, isolated, or otherwise
protected.
4.1.3 Public spaces shall not contain operating controls unless the operating controls are
so protected and located that their operation by a crew member shall not be impeded by
passengers during normal and emergency conditions.
4.1.4 Windows in passenger and crew accommodation shall be of adequate strength and
suitable for the worst intended conditions specified in the Permit to Operate and be made of
material which will not break into dangerous fragments if fractured.
See also the Guidance Notes regarding windows given under Chapter 3 – Structure.
4.1.5 The public spaces, crew accommodation and the equipment therein shall be
designed so that each person making proper use of these facilities will not suffer injury
during craft's normal and emergency start, stop and manoeuvring in normal cruise and in
failure or maloperation conditions.
4.2 Public address and information system
4.2.1 A general emergency alarm system shall be provided. The alarm shall be audible
throughout all the public spaces, corridors and stairways, crew accommodation and normal
crew working spaces and open decks, and the sound pressure level shall be at least 10
dB(A) above ambient noise levels under way in normal cruise operation. The alarm shall
continue to function after it has been triggered until it is normally turned off or is temporarily
interrupted by a message on the public address system.
4.2.2 There shall be a public address system covering all areas where passengers and
crew have access, escape routes, and places of embarkation into survival craft. The system
shall be such that flooding or fire in any compartment does not render other parts of the
system inoperable. The public address system and its performance standards shall be
approved by the Administration having regard to the recommendations developed by the
Organization.*
* Refer to the Recommendations on performance standards for public address systems on passenger ships,
including cabling (MSC/Circ.808) and the Code on Alarms and Indicators, 1995 (resolution A.830(19)).
4.2.3 All passenger craft shall be equipped with illuminated or luminous notices or video
information system(s) visible to all sitting passengers, in order to notify them of safety
measures.

4.2.4 The master shall, by means of the public address system and the visual information
system, be able to request passengers "please be seated" when found to be appropriate to
safeguard passengers and always when the safety level 1 according to table 1 of annex 3 is
exceeded.
4.3 Design acceleration levels
4.3.1 For passenger craft, superimposed vertical accelerations above 1 g at longitudinal

centre of gravity shall be avoided unless special precautions are taken with respect to
passenger safety.
4.3.2 Passenger craft shall be designed for the collision design acceleration gcoll with
respect to the safety in, and escape from, the public spaces, crew accommodation and
escape routes, including in way of life-saving appliances and emergency source of power.
The size and type of craft together with speed, displacement and building material shall be
taken into consideration when the collision load is determined. The collision design
condition shall be based on head-on impact at a defined collision speed.
4.3.3 Mounting of large masses such as main engines, auxiliary engines, lift fans,
transmissions and electrical equipment shall be proved by calculation to withstand, without
fracturing, the design acceleration given in table 4.3.3.
It should be noted that the requirement is that the mounting(s) should not fracture, thus
causing the object to become loose and a danger to personnel. Mountings or fastenings may
deform, and this is permissible provided total failure would not occur.
Table 4.3.3 - Design acceleration as multiples of g
Types of craft All HSC except

Amphibious ACVs
Direction amphibious ACVs
Forward direction gcoll 6

After direction 2 or gcoll if less 3
Transverse direction 2 or gcoll if less 3
Vertical direction 2 or gcoll if less 3
where:
gcoll = the collision design acceleration expressed as a multiple of the acceleration

due to gravity (9.806 m/s2)
Note that gcoll has no units, as it is the multiplier applied to the acceleration due to gravity.
Although termed “collision design acceleration”, when applied in the Forward direction it
refers to the fact that as the craft decelerates the object concerned experiences a forward
acceleration relative to the craft.
Vertical accelerations should be applied either upwards or downwards superimposed on the
nominal 1g due to the static mass of the object. Transverse accelerations should be applied
in both port and starboard directions.
4.3.4 Collision design acceleration gcoll (for craft other than amphibious ACVs where gcoll =
6) shall be calculated as follows:

P
gcoll = 1.2 ( ) , but not to be taken greater than 12,
g ⋅Δ
where the load P shall be taken as the lesser of P1 and P2, where:
P1 = 460 (M· CL)2/3(E·CH)1/3
P2 = 9000·M·CL (CH·D)1/2
where the hull material factor M shall be taken as:
M = 1.3 for high tensile steel
M=1 for aluminium alloy
M = 0.95 for mild steel
M = 0.8 for fibre-reinforced plastics,
where the length factor CL of the craft is:
(165 + L) L 0.4
CL = ( ) ,
245 80
where the height factor CH = (80 - L)/45 but not greater than 0.75 or less than 0.3,
where the kinetic energy of the craft at speed Vimp is:
E = 0.5 · Δ · Vimp2
where the main particulars of the craft are:
L = craft length as defined in chapter 1 (m)
D = depth of the craft from the underside of keel to the top of the effective
hull girder (m)
Δ = craft displacement, being the mean of the lightweight and maximum

operational weight (t)
Vimp = estimated impact speed (m/s) = two-thirds of operational speed as

defined in chapter 1
g = acceleration due to gravity = 9.806 m/s2.
Collision design accelerations greater than 12 are no longer required to be addressed, as it

is considered that it is impractical to design accommodation arrangements to suit such
events.
The above method has been amended from that given in the 1994 HSC Code to overcome
the difficulties experienced with smaller craft, and to avoid the irrational steps in gcoll
generated according to the precise relationship between the dimensions of the craft and the

arbitrary 2m high rock. As such the method no longer relates to a rock of exactly 2m height,
but rather to a rock of approximately that height. Consistency requires that this fact be
considered in applying 4.3.5 below.
For hydrofoils, the collision design acceleration, gcoll shall be taken as the greater of either
the gcoll as calculated above or:
gcoll = F/(g · Δ )
where:
F = failure load of bow foil assembly applied at the operational

waterline (kN).
4.3.5 As an alternative to the requirements of 4.3.4, the collision design acceleration gcoll
may be determined by carrying out a collision load analysis of the craft on a vertical rock
having a maximum height of 2 m above the waterline and using the same assumption for
displacement Δ and impact speed Vimp as described in 4.3.4. This evaluation may be
carried out as part of the safety analysis. If the collision design accelerations are determined
by both 4.3.4 and the collision load analysis, the lower resulting value may be used as the
collision design acceleration.
In order to avoid the same step changes in gcoll according to the precise dimensions of the
craft as previously experienced using the empirical formulae given in the 1994 HSC Code, a
collision load analysis should also consider the effect of impact with rigid obstructions of
other than exactly 2m height above the waterline, and the worst case applied. Refer also to
the guidance given under 4.3.4 above.
4.3.6 Compliance with the provisions of 4.1.5 and 4.3.1 shall be shown for the actual type
of craft, as described in annex 9.
Trials to address the aspects detailed in 4.1.5 and 4.3.1 should be conducted on each
prototype craft.
4.3.7 Limiting sea states for operation of the craft shall be given in normal operation
condition and in the worst intended conditions, at operational speed and at reduced speed
as necessary.
The Permit is issued for one maximum sea state only, this being set as the speed needed to
be maintained to complete the scheduled crossing to meet the Operators advertised times.
Refer to 18.1.2. Information relating the form of operating envelope curves of significant
wave height versus speed according to heading relative to sea is not appropriate for the
Permit restrictions.
4.4 Accommodation design
4.4.1 The public spaces, control stations and crew accommodation of high-speed craft
shall be located and designed to protect passengers and crew in the design collision
condition. In this respect, these spaces shall not be located forward of a transverse plane
(see figure 4.4.1) such that:
Abow = 0.0035 A m f V, but never less than 0.04 A,

where:
Abow = the plan projected area of craft energy absorbing structure forward of
the transverse plane (m2)
A = total plan projected area of craft (m2)
0.95
m = material factor =
M
M = appropriate hull material factor as given in 4.3.4
Where materials are mixed, the material factor shall be taken as a weighted
mean, weighted according to the mass of material in the area defined by Abow.
f = framing factor as follows:
- longitudinal deck and shell stiffening = 0.8

- mixed longitudinal and transverse = 0.9
- transverse deck and shell stiffening = 1
V = operational speed (m/s).
Total = Abow
Abow
Figure 4.4.1: Plan view of two different craft styles
The areas Abow and A should generally be measured at deck level, and not include railings or
bulwarks (unless these latter are sufficiently substantial to provide significant energy
absorption).
A full structural analysis of a collision with an object of any height greater than the depth of
the craft may be considered acceptable to the Administration as providing equivalent safety
to the above empirical method.
4.4.2 The public spaces and crew accommodation shall be designed based on the
guidelines given in table 4.4.2 or by other methods which have been proven to give equal
protective qualities.
The provisions of Table 4.4.2, which are clearly labelled as guidelines, are non mandatory.
However the MCA maintain that for a design level 2 situation if seats are rearward facing
then they should be of high seat back design, and that sofas are not acceptable.

4.4.3 Equipment and baggage in public spaces and in the operator's compartment shall be
positioned and secured so that they remain in the stowed position when exposed to the
collision design acceleration according to 4.3.4, 4.3.5 and table 4.3.3.
The preferred arrangement is where baggage and equipment stowages face athwartships or
aft so that reliance is not placed on securing arrangements. Where forward facing stowages
cannot be avoided, fixed deep fiddles should be fitted.
4.4.4 Seats, life-saving appliances and items of substantial mass and their supporting
structure shall not deform or dislodge under any loads up to those specified in 4.3.4, 4.3.5
and table 4.3.3 in any manner that would impede subsequent rapid evacuation of
passengers.
4.4.5 There shall be adequate handholds on both sides of any passage to enable
passengers to steady themselves while moving about.
Table 4.4.2 - Overview general design guidelines*
Design level 1: gcoll less than 3
1 Seat/seat belts
1.1 Low or high seatback
1.2 No restrictions on seating direction
1.3 Sofas allowed
1.4 No seat belts requirement
2 Tables in general allowed
3 Padding of projecting objects
4 Kiosks, bars, etc., no special restrictions
5 Baggage, no special requirements
6 Large masses, restrainment and positioning
Design level 2: gcoll = 3 to 12
1 Seat/seat belts
1.1 High seatback with protective deformation and padding
1.2 Forward or backward seating direction
1.3 No sofas allowed as seat
1.4 Lap belt in seats when no protective structure forward
2 Tables with protective features allowed. Dynamic testing
3 Padding of projecting objects
4 Kiosks, bars, etc., on aft side of bulkheads, or other specially
approved arrangements
5 Baggage placed with protection forward
6 Large masses, restrainment and positioning
*
Other arrangements may be employed if an equivalent level of safety is achieved.
A high seat back should be sufficiently high to provide support to the rear of the skull of a
seated adult against whip-lash type injuries. All other seats are considered as low seatbacks.
(MSC/Circ.1102)

4.5 Seating construction
4.5.1 A seat shall be provided for each passenger and crew member for which the craft is
certified to carry. Such seats shall be arranged in enclosed spaces.
4.5.2 Seats fitted in addition to those required under 4.5.1 and which are not permitted to
be used in hazardous navigational situations or potentially dangerous weather or sea
conditions need not comply with 4.5 or 4.6. Such seats shall be secured according to 4.4.4
and clearly identified as not being able to be used in hazardous situations.
This paragraph applies to all seating fitted on weather decks.
4.5.3 The installation of seats shall be such as to allow adequate access to any part of the
accommodation space. In particular, they shall not obstruct access to, or use of, any
essential emergency equipment or means of escape.
4.5.4 Seats and their attachments, and the structure in the proximity of the seats, shall be
of a form and design, and so arranged, such as to minimize the possibility of injury and to
avoid trapping of the passengers after the assumed damage in the collision design condition
according to 4.4.1. Dangerous projections and hard edges shall be eliminated or padded.
4.5.5 Seats, seat belts, seat arrangements and adjacent parts such as tables shall be
designed for the actual collision design acceleration as specified in 4.3.4.
4.5.6 All seats, their supports and their deck attachments shall have good energy-
absorbing characteristics and shall meet the requirements of annex 10.
4.6 Safety belts
4.6.1 One-hand-release safety belts of three-point type or with shoulder harness shall be
provided for all seats from which the craft may be operated for all craft with the gcoll
acceleration from the collision design acceleration exceeding 3, as prescribed in 4.3.4.
4.6.2 Safety belts shall be provided on passenger seats and crew seats, if necessary, to
obtain the protective performance measures described in annex 10.
Lap-type safety belts should be provided on all forward facing seats (other than those
covered by 4.6.1 or 4.5.2 above) not positioned behind another row of seats, or otherwise
provided with a suitable restraining barrier unless the arrangement has been satisfactorily
tested without belts in that orientation.
4.7 Exits and means of escape
4.7.1 In order to ensure immediate assistance from the crew in an emergency situation, the
crew accommodation, including any cabins, shall be located with due regard to easy, safe
and quick access to the public spaces from inside the craft. For the same reason, easy, safe
and quick access from the operating compartment to the public spaces shall be provided.
4.7.2 The design of the craft shall be such that all occupants may safely evacuate the craft
into survival craft under all emergency conditions, by day or by night. The positions of all
exits which may be used in an emergency, and of all life-saving appliances, the practicability
of the evacuation procedure, and the evacuation time to evacuate all passengers and crew
shall be demonstrated.

4.7.3 Public spaces, evacuation routes, exits, lifejacket stowage, survival craft stowage,
and the embarkation stations shall be clearly and permanently marked and illuminated as
required in chapter 12.
4.7.4 Each enclosed public space and similar permanently enclosed space allocated to
passengers or crew shall be provided with at least two exits as widely separated as practical.
All exits shall clearly indicate the directions to the evacuation station and safe areas. On
category A craft and cargo craft, at least one exit shall give access to the evacuation station
serving the persons in the enclosed space considered, and all other exits shall give access
to a position on the open deck from which access to an evacuation station is provided. On
category B craft, exits shall provide access to the alternative safe area required by 7.11.1;
external routes may be accepted providing that the requirements of 4.7.3 and 4.7.11 are
complied with.
Spaces that are only entered occasionally by crew members may have only one means of
escape. This sole means of escape should be independent of watertight doors.
4.7.5 Subdivision of public spaces to provide refuge in case of fire may be required in
compliance with 7.4.4.1 and 7.11.1.
4.7.6 Exit doors shall be capable of being readily operated from inside and outside the craft
in daylight and in darkness. The means of operation shall be obvious, rapid and of adequate
strength. Doors along escape routes should, wherever appropriate, open in the direction of
escape flow from the space served.
4.7.7 The closing, latching and locking arrangements for exits shall be such that it is readily
apparent to the appropriate crew member when the doors are closed and in a safe
operational condition, either in direct view or by an indicator. The design of external doors
shall be such as to minimize the possibility of jamming by ice or debris.
4.7.8 The craft shall have a sufficient number of exits which are suitable to facilitate the
quick and unimpeded escape of persons wearing approved lifejackets in emergency
conditions, such as collision damage or fire.
4.7.9 Sufficient space for a crew member shall be provided adjacent to exits for ensuring
the rapid evacuation of passengers.
4.7.10 All exits, together with their means of opening, shall be adequately marked for the
guidance of passengers.
Clear markings, including the location of the fire control plan, shall be provided for the
guidance of rescue personnel outside the craft.
Although the arrangement of a low-location lighting system is not required, markings, if

installed, should be of photoluminescent or electroluminescent material. In addition to exits,
routes leading to evacuation stations, and routes leading to safe areas should be marked.
Markings for rescue personnel should indicate the location of the fire control plan.
(MSC/Circ.1102).
If fitted, the low level lighting should be fitted using the IMO’s Fire Safety Systems Code
(FSS Code) Chapter 11 and Res. A.752(18) or ISO 15370:2001 as a guide. The FSS Code
means the International Code for Fire Safety Systems as defined in chapter II-2 of the
Convention.

4.7.11 Footholds, ladders, etc., provided to give access from the inside to exits shall be of
rigid construction and permanently fixed in position. Permanent handholds shall be provided
whenever necessary to assist persons using exits, and shall be suitable for conditions when
the craft has developed any possible angles of list or trim.
4.7.12 At least two unobstructed evacuation paths shall be available for the use of each
person. Evacuation paths shall be disposed such that adequate evacuation facilities will be
available in the event of any likely damage or emergency conditions, and evacuation paths
shall have adequate lighting supplied from the main and emergency sources of power.
Doors providing escape from a space shall, where possible, be situated at opposite ends of
the space. Where the doors providing escape from a space are situated in the same end of
the space, the distance between those doors shall be greater than the maximum length of
the space.
4.7.13 The width of corridors, doorways and stairways which form part of the evacuation
paths shall be not less than 900 mm for passenger craft and 700 mm for cargo craft. This
width may be reduced to 600 mm for corridors, doorways and stairways serving spaces
where persons are not normally employed. There shall be no protrusions in evacuation
paths which could cause injury, ensnare clothing, damage lifejackets or restrict evacuation of
disabled persons.
An aisle is a fore to aft passageway separating seating areas between seats. As such this
paragraph does not apply to aisles. However the width of such aisles shall be such to allow
the craft to comply with the provisions of section 4.8 on evacuation. Nor does this clause
apply to spaces between adjacent rows of seats, but the width of such spaces (ie. the seat
pitch) should be such as to allow the craft to comply with 4.8 on evacuation.
Special category spaces used for stowage of motor vehicles shall be provided with walkways
having a width of at least 600 mm leading to a safe means of escape.
4.7.14 Adequate notices shall be provided to direct passengers to exits.
4.7.15 Provision shall be made on board for embarkation stations to be properly equipped
for evacuation of passengers into life-saving appliances. Such provision shall include
handholds, anti-skid treatment of the embarkation deck, and adequate space which is clear
of cleats, bollards and similar fittings.
4.7.16 Main propulsion machinery spaces and ro-ro spaces shall be provided with two
means of escape leading to a position outside the spaces from which a safe route to the
evacuation stations is available. One means of escape from the main propulsion machinery
spaces shall avoid direct access to any ro-ro space. Main propulsion machinery spaces
having a length of less than 5 m and not being routinely entered or continuously manned,
may be provided with a single means of escape.
At least one means of escape from a machinery space should consist of either a ladder
leading to a door or hatch (not being a horizontal flush-hatch), or a door located in the lower
part of that space and giving access to an adjacent compartment from which a safe means
of escape is provided. (MSC/Circ.911)
4.8 Evacuation time
4.8.1 The provisions for evacuation shall be designed such that the craft can be evacuated
under controlled conditions in a time of one third of the structural fire protection time (SFP)

provided in 7.4.2 for areas of major fire hazard areas after subtracting a period of 7 min for
initial detection and extinguishing action.
(SFP- 7)
Evacuation time = (min)
3
where:
SFP = structural fire protection time (min)
In determining the evacuation time, all means of escape are to be considered serviceable
and they need not be dimensioned to take into account any additional number of persons
that might be diverted from other means of escape if one or more of those other means of
escape are lost or rendered unserviceable.
The number “3” is a safety factor which includes passenger ages and disabilities varying
from the standard applied demographic (see MSC/Circ.1033), restricted visibility due to
smoke, effects of waves and craft motions on deployment, travel and embarkation times.
This safety factor also includes any violations to the evacuation procedure.
The “7 minutes” is to take account of initial detection and extinguishing action and passenger
awareness time, passengers to reach assembly stations and manning of emergency stations
by the crew.
The 7 minutes is for use in the design of a vessel and not necessarily for the vessels
operation. The muster lists and emergency procedures need not refer to this, but the 7
minutes should be treated as a guide and not as a definitive time of when the master should
make a decision on the evacuation of his vessel.
The time allowed for evacuation is one third of the SFP (Structural Fire Protection) less 7
minutes allowed for initial assessment. This is a design parameter – the time required and
available in an actual emergency will clearly depend on the circumstances of each case.
While there is theoretically no requirement to test what might be achieved or should be done
within that 7 minutes other than “initial detection and extinguishing action”, the following
guidance may be useful to surveyors when conducting drills and what could reasonably be
expected to be achieved in the initial phase of the drill.
OPERATIONAL APPLICATION – GUIDANCE FOR FIRE AND EMERGENCY DRILLS
Nothing contained in this guidance shall override the Master’s discretion regarding
the safety of the vessel either during a drill or in the event of a genuine emergency.
A fire drill is the practical demonstration of the vessel’s personnel, their procedures,
equipment and their capabilities to deal with a fire irrespective of its location. As part of the
Type rating Certificate, the vessel’s crew should be adequately and suitably trained to have
the full understanding of the vessel’s equipment, their use and limitations and be able to
perform their duty during an emergency as defined in the Muster List.
It is reasonable to expect the command and control to be effective and that within 7
minutes, under the controlled conditions of a drill, an initial assessment can be made,
suitably trained crew members can be assigned to their emergency stations,
commence use of first aid or fixed fire fighting facilities and assess whether
evacuation may be required.

Drills may also exercise many other aspects of emergency scenarios, such as entry to
a compartment and rescue of a casualty in accordance with SOLAS training
requirements. This would not be included in the 7 minutes period.
MCA SURVEYOR’S JUDGEMENT WHEN WITNESSING DRILLS
When witnessing fire, emergency and abandon ship drills, MCA surveyors will therefore
draw upon their professional experience to judge whether the crew are able to perform their
duty during an emergency as defined in the Muster List.
This will allow the surveyor to form a view as to whether the drill is acceptable.
4.8.2 An evacuation procedure, including an evacuation analysis carried out taking into
account the guidelines developed by the Organization* shall be developed for the
information of the Administration in connection with the approval of fire insulation plans and
for assisting the owners and builders in planning the evacuation demonstration required in
4.8.3. The evacuation procedures shall include:
* Refer to Guidelines for a simplified evacuation analysis of high-speed passenger craft (MSC/Circ.1166).
.1 the emergency announcement made by the master;
.2 contact with base port;
.3 the donning of lifejackets;
.4 manning of survival craft and emergency stations;
.5 the shutting down of machinery and oil fuel supply lines;
.6 the order to evacuate;
.7 the deployment of survival craft and marine escape systems and rescue
boats;
.8 the bowsing in of survival craft;
.9 the supervision of passengers;
.10 the orderly evacuation of passengers under supervision;
.11 crew checking that all passengers have left the craft;
.12 the evacuation of crew;
.13 releasing the survival craft from the craft; and
.14 the marshalling of survival craft by the rescue boat, where provided.
4.8.3 Achievement of the required evacuation time (as ascertained in accordance with
4.8.1) shall be verified by a practical demonstration conducted under controlled conditions in

the presence of the Administration, and shall be fully documented and verified for passenger
craft by the Administration.
Reference should be made to MCA Procedure 928. In determining when to proceed with a
trial the wind direction and wind force is to be considered. The trial should not take place if
the wind is blowing excessively from ahead or astern as the Marine Evacuation Systems will
not have been tested for wind loads in this direction. Due regard should be taken of the risks
involved in evacuating a vessel and appropriate actions should be taken to mitigate these
risks (without detracting from the realistic nature of the test). This should include appropriate
arrangements relating to safety and emergency services.
4.8.4 Evacuation demonstrations shall be carried out with due concern for the problems of
mass movement or panic acceleration likely to arise in an emergency situation when rapid
evacuation is necessary. The evacuation demonstrations shall be dry shod with the survival
craft initially in their stowed positions and be conducted as follows:
.1 The evacuation time on a category A craft shall be the time elapsed from the
moment the first abandon craft announcement is given, with any passengers
distributed in a normal voyage configuration, until the last person has embarked
in a survival craft, and shall include the time for passengers and crew to don
lifejackets.
.2 The evacuation time on a category B craft and cargo craft shall be the time
elapsed from the moment the order to abandon the craft is given until the last
person has embarked in a survival craft. Passengers and crew may be wearing
lifejackets and prepared for evacuation, and they may be distributed among
assembly stations.
.3 For all craft the evacuation time shall include the time necessary to launch,
inflate and secure the survival craft alongside ready for embarkation.
4.8.5 The evacuation time shall be verified by an evacuation demonstration which shall be
performed using the survival craft and exits on one side, for which the evacuation analysis
indicates the greatest evacuation time, with the passengers and crew allocated to them.
4.8.6 On craft where a half trial is impracticable, the Administration may consider a partial
evacuation trial using a route which the evacuation analysis shows to be the most critical.
4.8.7 The demonstration shall be carried out in controlled conditions in the following
manner in compliance with the evacuation plan.
.1 The demonstration shall commence with the craft afloat in harbour, in

reasonably calm conditions, with all machinery and equipment operating in
the normal seagoing condition.
.2 All exits and doors inside the craft shall be in the same position as they are
under normal seagoing condition.
.3 Safety belts, if required, shall be fastened.
.4 The evacuation routes for all passengers and crew shall be such that no
person need enter the water during the evacuation.

4.8.8 For passenger craft, a representative composition of persons with normal health,
height and weight shall be used in the demonstration, and shall consist of different sexes
and ages so far as it is practicable and reasonable.
4.8.9 The persons, other than the crew selected for the demonstration, shall not have been
specially drilled for such a demonstration.
Where the MCA is satisfied that the evacuation time determined in accordance with 4.8.1 to
4.8.9 can thereby be accurately estimated, the MCA may accept an evacuation
demonstration in which persons are not required to descend through MES or equivalent
means of evacuation, provided the time required to embark into the survival craft can be
determined using:
.1 data obtained from the type-approval tests of the equipment, increased by a factor
based on the guidelines developed by the Organization*; or
.2 time extrapolated from trials using a limited number of participants.
* Refer to the Guidelines for a simplified evacuation analysis of high-speed passenger craft
(MSC/Circ.1166), in particular paragraph 3.5.1 thereof.
According to MSC/Circ.1166 Deployment time TM is multiplied by 1.3 and Embarkation time

TE is multiplied by 1.14. The full evacuation demonstration of persons up to the point of
embarkation is required to be carried out.
4.8.10 An emergency evacuation demonstration shall be carried out for all new designs of
high-speed craft and for other craft where evacuation arrangements differ substantially from
those previously tested.
4.8.11 The specific evacuation procedure followed during the craft's initial demonstration on
which certification is based shall be included in the craft operating manual together with the
other evacuation procedures contained in 4.8.2. During the demonstration, video recordings
shall be made, both inside and outside the craft, which shall form an integral part of the
training manual required by 18.2.
4.9 Baggage, stores, shops and cargo compartments
4.9.1 Provision shall be made to prevent shifting of baggage, stores and cargo
compartment contents, having due regard to occupied compartments and accelerations
likely to arise. If safeguarding by positioning is not practicable, adequate means of restraint
for baggage, stores and cargo shall be provided. Shelves and overhead shelves for storage
of carry-on baggage in public spaces shall be provided with adequate means to prevent the
luggage from falling out in any conditions that may occur.
4.9.2 Controls, electric equipment, high-temperature parts, pipelines or other items, the
damage or failure of which could affect the safe operation of the craft or which may require
access by crew members during a voyage, shall not be located in baggage, store and cargo
compartments unless such items are adequately protected so that they cannot be damaged
or, where applicable, operated inadvertently by loading, by unloading or by movement of the
contents of the compartment.

4.9.3 Loading limits, if necessary, shall be durably marked in those compartments.
4.9.4 Having regard to the purpose of the craft, the closures of the exterior openings of the
luggage and cargo compartments as well as special category spaces shall be appropriately
weathertight.
4.10 Noise levels
4.10.1 The noise level in public spaces and crew accommodation shall be kept as low as
possible to enable the public address system to be heard, and shall not in general exceed
75 dB(A).
Refer also to para. 2.2.2.6 on noise levels and alarms.
4.10.2 The maximum noise level in the operating compartment shall not in general exceed
65 dB(A) to facilitate communication within the compartment and external
radiocommunications.
EU Directives on Noise and Vibration (2003/10/EC and 2002/44/EC)

The following EC Directives should be addressed: 2003/10/EC On the minimum health and
safety requirements regarding the exposure of workers to the risks arising from physical
agents (noise) and 2002/44/EC On the minimum health and safety requirements regarding
the exposure of workers to the risks arising from physical agents (vibration)) Directives. For
implementation see S.I. 2007 No. 3075 - The Merchant Shipping and Fishing Vessels
(Control of Noise at Work) Regulations 2007, supplemented by MGN 352, and S.I. 2007 No.
3077 - The Merchant Shipping and Fishing Vessels (Control of Vibration at Work)
Regulations 2007, supplemented by MGN 353.
The guidance laid down in The Code of Practice for Noise Levels on Ships, Code of Safe
Working Practices for Merchant Seamen (CoSWoP) and Health and Safety at Work should
also be followed.
4.11 Protection of the crew and passengers
4.11.1 Efficient guard rails or bulwarks shall be fitted on all exposed parts of decks to which
crew or passengers have access. Alternative arrangements such as safety harnesses and
jack-stays may be accepted if they provide an equivalent level of safety. The height of the
bulwarks or guard rails shall be at least 1 m from the deck, provided that where this height
would interfere with the normal operation of the craft, a lesser height may be approved.
Guard rails or bulwarks should not be required on exposed decks to which access is very
seldom required, for example wheelhouse tops, or the open decks of ACVs. Alternative
measures may however be deemed appropriate in some cases.
4.11.2 The opening below the lowest course of the guardrails shall not exceed 230 mm.
The other courses shall be not more than 380 mm apart. In the case of craft with rounded
gunwales the guard rail supports shall be placed on the flat of the deck.
4.11.3 Satisfactory means (in the form of guard rails, life lines, gangways or underdeck
passages, etc.) shall be provided for the protection of the crew in getting to and from their
quarters, the machinery space and all other parts used in the necessary work of the craft.
4.11.4 Deck cargo carried on any craft shall be so stowed that any opening which is in way
of the cargo and which gives access to and from the crew's quarters, the machinery space

and all other parts used in the necessary work of the craft, can be properly closed and
secured against the admission of water. Effective protection for the crew in the form of
guardrails or life lines shall be provided above the deck cargo if there is no convenient
passage on or below the deck of the craft.

CHAPTER 5
DIRECTIONAL CONTROL SYSTEMS
EU Directive on Electromagnetic Compatibility (89/336/EEC superseded by

2004/108/EC of 15 December 2004)
Electrical and electronic equipment that may either generate or be affected by
electromagnetic disturbance shall meet the requirements of EC Directive 89/336/EEC, as
amended. Equipment complying with this directive should have an EC mark or CE marking
in accordance with EC Directives 89/336/EEC (superseded by 2004/108/EC of 15 December
2004 or 93/68/EEC (with Corrigendum), as amended.
EU Directive on Electrical Equipment designed for use within certain voltage limits
(73/23/EEC superseded by 2006/95/EC of 12 December 2006)
Electrical Equipment designed for use with a voltage rating of between 50 and 1000 volts for
alternating current and between 75 and 1500 volts for direct current shall meet the
requirements of EU Directive 73/23/EEC, superseded by 2006/95/EC of 12 December 2006
except for specialised electrical equipment, for use on ships, which comply with the safety
provisions drawn up by international bodies in which the Member States participate.
5.1 General
5.1.1 Craft shall be provided with means for directional control of adequate strength and
suitable design to enable the craft's heading and direction of travel to be effectively
controlled to the maximum extent possible in the prevailing conditions and craft speed
without undue physical effort at all speeds and in all conditions for which the craft is to be
certificated. The performance shall be verified in accordance with annex 9.
5.1.2 Directional control may be achieved by means of air or water rudders, foils, flaps,
steerable propellers or jets, yaw control ports or side thrusters, differential propulsive thrust,
variable geometry of the craft or its lift-system components or by a combination of these
devices.
5.1.3 For the purpose of this chapter, a directional control system includes any steering
device or devices, any mechanical linkages and all power or manual devices, controls and
actuating systems.
Hydraulic systems forming part of the actuating systems and associated fixed and flexible
pipes and hoses are included.
5.1.4 Attention is drawn to the possibility of interaction between directional control systems
and stabilisation systems. Where such interaction occurs or where dual-purpose
components are fitted, the requirements of 12.5 and chapters 16 and 17 are also to be
complied with, as applicable.
MSIS024/ CHAPTER 5/ REV 06/09/PAGE 1 OF 3

5.2 Reliability
5.2.1 The probability of total failure of all directional control systems shall be extremely
remote when the craft is operating normally, i.e., excluding emergency situations such as
grounding, collision or a major fire.
See annex 3 and annex 4 for Failure Modes and Effects Analysis (FMEA). This requirement
should be adequately covered within the FMEA, although the use of the term ‘Extremely
Remote’ should not be taken in the context of numerical probabilities described in annex 3.
5.2.2 A design incorporating a power drive or an actuation system employing powered

components for normal directional control shall provide a secondary means of actuating the
device unless an alternative system is provided.
The FMEA should comply with the requirements of annex 3 and annex 4. Normally compliance
will be achieved by provision of redundant systems as detailed in 4.5 of annex 4, and numerical
assessment will not be required. Consideration should be given to the independence of
redundant systems as required by 4.5.2 of annex 4. It is recommended that FMEA’s should be
forwarded to MCA headquarters for advice, particularly those which comply by means of
numerical assessment.
5.2.3 The secondary means of actuating the directional control device may be manually
driven when the Administration is satisfied that this is adequate, bearing in mind the craft's
size and design and any limitations of speed or other parameters that may be necessary.
To be considered adequate the manual force to be applied should not generally exceed
100 N.
5.2.4 The directional control systems shall be constructed so that a single failure in one
drive or system, as appropriate, will not render any other one inoperable or unable to bring
the craft to a safe situation. The Administration may allow a short period of time to permit
the connection of a secondary control device when the design of the craft is such that such
delay will not, in their opinion, hazard the craft.
This period should be kept to the absolute minimum and in any event should not exceed 5
minutes. If necessary this should be proved by an appropriate trial.
5.2.5 A failure mode and effect analysis shall include the directional control system.
5.2.6 If necessary to bring the craft to a safe condition, power drives for directional control
devices, including those required to direct thrust forward or astern, shall become operative
automatically, and respond correctly, within 5s of power or other failure. Back-up electrical
systems may be required for the starting-up time of an auxiliary diesel according to 12.2 or
an emergency diesel generator according to 12.3.6.
5.2.7 Directional control devices involving variable geometry of the craft or its lift system
components shall, so far as is practicable, be so constructed that any failure of the drive
linkage or actuating system will not significantly hazard the craft.
MSIS024/CHAPTER 5/ REV 06/09/ PAGE 2

5.3 Demonstrations
5.3.1 The limits of safe use of any of the control system devices, shall be based on
demonstrations and a verification process in accordance with annex 9.
5.3.2 Demonstration in accordance with annex 9 shall determine any adverse effects upon
safe operation of the craft in the event of an uncontrollable total deflection of any one control
device. Any limitation on the operation of the craft as may be necessary to ensure that the
redundancy or safeguards in the systems provide equivalent safety shall be included in the
craft operating manual.
5.4 Control position
5.4.1 All directional control systems shall normally be operated from the craft's operating
station.
“Operating station” is defined in section 1.4.43.
5.4.2 If directional control systems can also be operated from other positions, then two-way
communication shall be arranged between the operating station and these other positions.
5.4.3 Adequate indications shall be provided at the operating station and these other
positions to provide the person controlling the craft with verification of the correct response
of the directional control device to this demand, and also to indicate any abnormal responses
or malfunction. The indications of steering response or rudder angle indicator shall be
independent of the system for directional control. The logic of such feedback and indications
shall be consistent with the other alarms and indications so that in an emergency operators
are unlikely to be confused.

CHAPTER 6
ANCHORING, TOWING AND BERTHING
6.1 General
6.1.1 A primary assumption made in this chapter is that high-speed craft will only need an
anchor for emergency purposes.
6.1.2 The arrangements for anchoring, towing and berthing and the local craft structure,
the design of the anchor, towing and berthing arrangements and the local craft structure
shall be such that risks to persons carrying out anchoring, towing or berthing procedures are
kept to a minimum.
6.1.3 All anchoring equipment, towing bitts, mooring bollards, fairleads, cleats and eyebolts
shall be so constructed and attached to the hull that, in use up to design loads, the watertight
integrity of the craft will not be impaired. Design loads and any directional limitations
assumed shall be listed in the craft operating manual.
Explanation of ‘design loads’
The intent of 6.1.3 is that under any operating load up to the breaking strength of the anchor
cable or mooring lines, the loads on the bitts, bollards, etc. will not result in damage to the
hull structure that will impair its watertight integrity. A strength margin of at least 20% above
the minimum specified breaking strength of the relevant cable or warp is required.
6.2 Anchoring
6.2.1 High-speed craft shall be provided with at least one anchor with its associated cable
or cable and warp and means of recovery. Every craft shall be provided with adequate and
safe means for releasing the anchor and its cable and warp.
The means of release should be capable of safe operation even when the anchor cable or
warp is under load..
6.2.2 Good engineering practice shall be followed in the design of any enclosed space
containing the anchor-recovery equipment to ensure that persons using the equipment are
not put at risk. Particular care shall be taken with the means of access to such spaces, the
walkways, the illumination and protection from the cable and the recovery machinery.
6.2.3 Adequate arrangements shall be provided for two-way voice communication between
the operating compartment and persons engaged in dropping, weighing or releasing the
anchor.
“Operating compartment” is defined in 1.4.42.
6.2.4 The anchoring arrangements shall be such that any surfaces against which the cable
may chafe (for example, hawse pipes and hull obstructions) are designed to prevent the
cable from being damaged and fouled. Adequate arrangements shall be provided to secure
the anchor under all operational conditions.
6.2.5 The craft shall be protected so as to minimize the possibility of the anchor and cable
damaging the structure during normal operation.

6.3 Towing
6.3.1 Adequate arrangements shall be provided to enable the craft to be towed in the worst
intended conditions. Where towage is to be from more than one point, a suitable bridle shall
be provided.
“Worst intended conditions” are defined in 1.4.61.
6.3.2 The towing arrangements shall be such that any surface against which the towing
cable may chafe (for example fairleads) is of sufficient radius to prevent the cable being
damaged when under load.
6.3.3 The maximum permissible speed at which the craft may be towed shall be included
in the operating manual.
The maximum permissible towing speed should be determined from the strength of the
towing attachment(s) as required for displacement-mode operation, modified if appropriate
by any control or operational limitations.
6.4 Berthing
6.4.1 Where necessary, suitable fairleads, bitts and mooring ropes shall be provided.
6.4.2 Adequate storage space for mooring lines shall be provided such that they are
readily available and secured against the high relative wind speeds and accelerations which
may be experienced.
Stowage for mooring lines should normally be in enclosed lockers or bins. Open-topped bins
should only be accepted where it is highly improbable that the contents might be dislodged
or otherwise become a hazard in operation up to the worst intended conditions.

CHAPTER 7
FIRE SAFETY
EU Directive on Electromagnetic Compatibility (89/336/EEC, repealed by 2004/108/EC

of 15 December 2004)
electromagnetic disturbance shall meet the requirements of EU Directive 89/336/EEC,
repealed by 2004/108/EC of 15 December 2004. Equipment complying with this directive
should have an EC mark or CE marking in accordance with EU Directives 2004/108/EC of
15 December 2004or 93/68/EEC (with Corrigendum dated 30 August 1993), as amended.
(73/23/EEC repealed by 2006/95/EC of 12 December 2006)
requirements of EU Directive 73/23/EEC, repealed by 2006/95/EC of 12 December 2006,
PART A - GENERAL
Refer to SOLAS amendments up to 2006, or as applicable to the vessels age.
Note that where there are references to SOLAS with an associated year of the amendments,
this date refers to the date of adoption, not the entry into force date.
Although Emergency Evacuation breathing devices (EEBDs) do not apply to HSC,(as

EEBDs are primarily intended to allow people to escape from a manned, smoke logged
space and HSC do not generally have these spaces) it is recommended good practice that
there is a vessel specific fire Training Manual, and that EEBDs are fitted in spaces which are
not normally manned and which have only one exit.
7.1.1 The following basic principles underlie the provisions in this chapter and are
embodied therein as appropriate, having regard to the category of craft and the potential fire
hazard involved:
.1 maintenance of the main functions and safety systems of the craft, including
propulsion and control, fire-detection, alarms and extinguishing capability of
unaffected spaces, after fire in any one compartment on board;
.2 division of the public spaces for category B craft, in such a way that the
occupants of any compartment can escape to an alternative safe area or
compartment in case of fire;
.3 subdivision of the craft by fire-resisting boundaries;
MSIS024/ CHAPTER 7/ REV 1.01/ PAGE 1 OF 55

.4 restricted use of combustible materials and materials generating smoke and
toxic gases in a fire;
.5 detection, containment and extinction of any fire in the space of origin;
.6 protection of means of escape and access for fire fighting; and
.7 immediate availability of fire-extinguishing appliances.
7.1.2 The requirements in this chapter are based on the following conditions:
.1 Where a fire is detected, the crew immediately puts into action the fire-fighting
procedures, informs the base port of the accident and prepares for the
escape of passengers to alternative safe area or compartment, or, if
necessary, for the evacuation of passengers.
.2 The use of fuel with a flashpoint below 43°C is not recommended. However,
fuel with a lower flashpoint, but not lower than 35°C, may be used in gas
turbines only subject to compliance with the provisions specified in 7.5.1 to
7.5.6.
.3 The repair and maintenance of the craft is carried out in accordance with the
requirements given in chapters 18 and 19.
.4 Enclosed spaces having reduced lighting, such as cinemas, discothèques,

and similar spaces are not permitted.
.5 Passenger access to special category spaces and open ro-ro spaces is

prohibited during the voyage except when accompanied by a crew member
responsible for fire safety. Only authorized crew members shall be permitted
to enter cargo spaces at sea.
7.2 Definitions
7.2.1 "Fire-resisting divisions" are those divisions formed by bulkheads and decks which
comply with the following:
.1 They shall be constructed of non-combustible or fire-restricting materials

which by insulation or inherent fire-resisting properties satisfy the
requirements of 7.2.1.2 to 7.2.1.6.
.2 They shall be suitably stiffened.
.3 They shall be so constructed as to be capable of preventing the passage of

smoke and flame up to the end of the appropriate fire protection time.
.4 Where required they shall maintain load-carrying capabilities up to the end of

the appropriate fire protection time.
.5 They shall have thermal properties such that the average temperature on the
unexposed side will not rise more than 140°C above the original temperature,
nor will the temperature, at any one point, including any joint, rise more than

180°C above the original temperature during the appropriate fire protection
time.
.6 A test of a prototype bulkhead or deck in accordance with the Fire Test

Procedures Code shall be required to ensure that it meets the above
requirements.
7.2.2 "Fire-restricting materials" are those materials which have properties complying with
the Fire Test Procedures Code.
Refer to Part III of FTP Code
The appropriate test procedure and selection criteria can be found in ISO 9705 ‘Full Scale
Room Fire Test’ as applied by MSC 40 (64) as amended by MSC.90(71). See Annex 1.4 of
the MSC Resolution, except in the case of small elements of construction which cannot be
realistically tested in the full scale room test: such items, which include case furniture and
seat frames, should be tested in accordance with ISO 5660 parts 1 and 2 and classified
according to recommended criteria contained in FP 40/3/4. Materials tested to ISO 5660
parts 1 or 2 which do not satisfy all of the recommended criteria may be submitted to the
responsible standards branch for consideration. It should be noted that the performance of
fire restricting materials is related to their method of installation as well as their inherent
material properties.
7.2.3 "Non-combustible material" is a material which neither burns nor gives off flammable
vapours in sufficient quantity for self-ignition when heated to approximately 750°C, this being
determined in accordance with the Fire Test Procedures Code.
7.2.4 "A standard fire test" is one in which specimens of the relevant bulkheads, decks or
other constructions are exposed in a test furnace by a specified test method in accordance
with the Fire Test Procedures Code.
7.2.5 Where the words "steel or other equivalent material" occur, "equivalent material"
means any non-combustible material which, by itself or due to insulation provided, has
structural and integrity properties equivalent to steel at the end of the applicable exposure to
the standard fire test (e.g., aluminium alloy with appropriate insulation).
7.2.6 "Low flame-spread" means that the surface thus described will adequately restrict the
spread of flame, this being determined in accordance with the Fire Test Procedures Code.
7.2.7 "Smoke-tight" or "capable of preventing the passage of smoke" means that a division
made of non-combustible or fire-restricting materials is capable of preventing the passage of
smoke.
7.3 Classification of space use
7.3.1 For the purposes of classification of space use in accordance with fire hazard risks,
the following grouping shall apply:
.1 "Areas of major fire hazard", referred to in tables 7.4-1 and 7.4-2 by A, include
the following spaces:
- machinery spaces

- ro-ro spaces
- spaces containing dangerous goods
- special category spaces
- store-rooms containing flammable liquids
- galleys
- sales shops having a deck area of 50 m2 or greater and containing

flammable liquids for sale
- trunks in direct communication with the above spaces.
.2 "Areas of moderate fire hazard", referred to in tables 7.4-1 and 7.4-2 by B,

include the following spaces:
- auxiliary machinery spaces, as defined in 1.4.5
- bond stores containing packaged beverages with alcohol content not

exceeding 24% by volume
- crew accommodation containing sleeping berths
- service spaces
- sales shops having a deck area of less than 50 m2 containing a limited

amount of flammable liquids for sale and where no dedicated store is
provided separately
- sales shops having a deck area of 50 m2 or greater not containing

flammable liquids
.3 "Areas of minor fire hazard", referred to in tables 7.4-1 and 7.4-2 by C,

include the following spaces:
- auxiliary machinery spaces, as defined in 1.4.6
- cargo spaces
- fuel tank compartments
- public spaces
- tanks, voids and areas of little or no fire risk
- refreshment kiosks
- sales shops other than those specified in 7.3.1.1 and 7.3.1.2

- corridors in passenger areas and stairway enclosures
- crew accommodation other than that mentioned in 7.3.1.2
.4 "Control stations", referred to in tables 7.4-1 and 7.4-2 by D, as defined in

1.4.15.
Control stations containing emergency power sources may also be classified major or
moderate fire hazard areas, depending on installed power. Their boundaries should be
constructed to satisfy the highest of the applicable fire protection times.
.5 "Evacuation stations and external escape routes", referred to in tables 7.4-1

and 7.4-2 by E, include the following areas:
- external stairs an open decks used for escape routes
- assembly stations, internal and external
- open deck spaces and enclosed promenades forming lifeboat and

liferaft embarkation and lowering stations
- the craft's side to the waterline in the lightest seagoing condition,

superstructure and deckhouse sides situated below and adjacent to
the liferaft's and evacuation slide's embarkation areas.
.6 "Open spaces", referred to in tables 7.4-1 and 7.4-2 by F, include the

following areas:
- open spaces locations other than evacuation stations and external

escape routes and control stations.
If a space is divided by partial bulkheads into two (or more) smaller areas such that they
form enclosed spaces, then the enclosed spaces should be surrounded by bulkheads and
decks in accordance with tables 7.4-1 and 7.4-2, as applicable. However, if the separating
bulkheads of such spaces are at least 30% open, then the spaces may be considered as the
same space. (MSC/Circ.911)
Cabinets having a deck area of less than 2 m2 may be accepted as part of the space they
serve provided they have open ventilation to the space and do not contain any material or
equipment that could be a fire risk. (MSC/Circ.911)
Where a space has the special characteristics of two or more space groupings, the structural
fire protection time of the divisions should be the highest for the space groupings concerned.
For example, the structural fire protection time of the divisions of emergency generator
rooms should be the highest value for the space when the space is considered as being a
control station (D) and a machinery space (A). (MSC/Circ.911)
7.3.2 In approving structural fire protection details, the Administration shall have regard to
the risk of heat transmission at intersections and terminal points of required thermal barriers.

To prevent heat transmission at intersections and terminal points, the insulation of the deck
or bulkhead should be carried past the intersection or terminal point for a distance of at least
450mm in the case of steel and aluminium structures. (Refer to figures 7.3-1 and 7.3-2).
(MSC/Circ.911)
If a space is divided by a deck or bulkhead and the fire insulation required for each space is
different, the insulation with the higher structural fire protection time should continue on the
deck or bulkhead with the insulation of the lesser structural fire protection time for a distance
of at least 450mm. (MSC/Circ.911)
In the event the lower part of the fire insulation has to be cut for drainage, the construction
should be in accordance with the structural details shown in figure 7.3-3. (MSC/Circ.911)

Where d ≤ 450mm Where d
d d >450mm
t 450mm or t
more
t
t t t
t = thickness of insulation d = depth of stiffener or

girder
t 450mm or more
Bulkhead,
Bulkhead,
450mm or deck, etc
deck, etc
more t
t t
t = thickness of insulation
Figure 7.3-2
100mm or less
Deck
t
450mm or
more
t
t = thickness of insulation
Figure 7.3-3

7.4 Structural fire protection
7.4.1 Main structure
7.4.1.1 The requirements below apply to all craft irrespective of construction material. The
structural fire protection times for separating bulkheads and decks shall be in accordance
with tables 7.4-1 and 7.4-2, and the structural fire protection times are all based on providing
protection for a period of 60 min as referred to in 4.8.1. If any other lesser structural fire
protection time is determined for category A craft and cargo craft by 4.8.1, then the times
given below in 7.4.2.2 and 7.4.2.3 may be amended pro rata. In no case shall the structural
fire protection time be less than 30 min.
7.4.1.2 In using tables 7.4-1 and 7.4-2, it shall be noted that the title of each category is
intended to be typical rather than restricted. For determining the appropriate fire integrity
standards to be applied to boundaries between adjacent spaces, where there is doubt as to
their classification for the purpose of this section, they shall be treated as spaces within the
relevant category having the most stringent boundary requirement.
7.4.1.3 The hull, superstructure, structural bulkheads, decks, deckhouses and pillars shall
be constructed of approved non-combustible materials having adequate structural
properties. The use of other fire-restricting materials may be permitted provided the
requirements of this chapter are complied with and the materials are in compliance with the
Fire Test Procedures Code.
Refer to Resolution MSC 40(64) on Standard for qualifying marine materials for high-speed
craft as fire-restricting materials amended by MSC 90(71), and Resolution MSC. 45(65) on
Test procedures for fire resisting divisions of high-speed craft, both in the FTP Code.
This paragraph is only intended to apply to the main structure of the craft. Appendages such
as air propellers, air ducts to propellers, transmission shafts, rudders and other control
surfaces, struts, spars, flexible skirts, etc., are not intended to be of fire restricting or non-
combustible material, therefore, paragraph 7.4.1.3 should not apply to them.
(MSC/Circ.911)

Table 7.4-1
Structural fire protection times for separating bulkheads

and decks of passenger craft
A B C D E F
Areas of major
60 30 -
fire hazard A 60 1,2 60 60 3 60 3,4 60 3 60
1,2 1 1,8 1 1 1,7,9
Areas of moderate
30 -
fire hazard B 30 2 30 3 60 3,4 30 3
2 8 3
Areas of minor
-
fire hazard C
3 30 3,4 3
3 8,10 3 3
-
Control stations D 3,4 3
3,4 3,4 3
Evacuation stations -
And escape routes 3
E 3 3
-
Open spaces F -
Table 7.4-2
Structural fire protection times for separating bulkheads

and decks of cargo craft
A B C D E F
60 30 -
Areas of major 60 1,2 60 60 3 60 3,4 60 3 60
fire hazard A 1,2 1 1,8 1 1 1,7,9
-
Areas of moderate 2,6 3 60 3,4
6 3
fire hazard B 2,6 6 3
-
Areas of minor 3 30 3,4
3
fire hazard C 3 3 3
8
-
3,4 3
Control stations D 3,4 3,4 3
-
Evacuation stations
3
And escape routes 3 3
E
-
Open spaces F -

NOTES:
The figures on either side of the diagonal line represent the required structural fire protection
time for the protection system on the relevant side of the division. When steel construction is
used and two different structural fire protection times are required for a division in the table,
only the greater one need be applied.
1
The upper side of the decks of special category spaces, ro-ro spaces and open ro-ro
spaces need not be insulated.
2
Where adjacent spaces are in the same alphabetical category and a note 2 appears,
a bulkhead or deck between such spaces need not be fitted if deemed unnecessary
by the Administration. For example, a bulkhead need not be required between two
store-rooms. A bulkhead, is however, required between a machinery space and a
special category space even through both spaces are in the same category.
3
No structural fire protection requirements; however, a smoke-tight division made of
non-combustible or fire restricting material is required.
4
Control stations which are also auxiliary machinery spaces shall be provided with 30
min structural fire protection.
5
There are no special requirements for material or integrity of boundaries where only a
dash appears in the tables.
6
The fire protection time is 0 min and the time for prevention of passage of smoke and
flame is 30 min as determined by the first 30 min of the standard fire test.
The above should be interpreted as meaning that the division should satisfy the
requirements of a fire resisting division given in 7.2.1, except that 7.2.1.5 does not apply.
7
Fire resisting divisions need not comply with 7.2.1.5.
However, in the case of aluminium construction the 200°C core temperature rise limit is to
be substituted for the temperature rise specified in 7.2.1.5.
8
When steel construction is used, fire resisting divisions adjacent to void spaces need
not comply with 7.2.1.5.
However, in the case of aluminium construction the 200°C core temperature rise limit is to
be substituted for the temperature rise specified in 7.2.1.5.
9
The fire protection time may be reduced to 0 min for those parts of open ro-ro spaces
which are not essential parts of the craft's main load bearing structure, where
passengers have no access to them and the crew need not have access to them
during any emergency.
10
On category A craft, this value may be reduced to 0 min where the craft is provided
with only a single public space (excluding lavatories) protected by a sprinkler system
and adjacent to the operating compartment.

7.4.2 Fire-resisting divisions
7.4.2.1 Areas of major and moderate fire hazard shall be enclosed by fire-resisting divisions
complying with the requirements of 7.2.1 except where the omission of any such division
would not affect the safety of the craft. These requirements need not apply to those parts of
the structure in contact with water at the lightweight condition, but due regard shall be given
to the effect of temperature of hull in contact with water and heat transfer from any
uninsulated structure in contact with water to insulated structure above the water.
In general, divisions separating spaces used for unrelated purposes should not be omitted
(eg. a bond store within a vehicle deck). However the structural fire protection times of tables
7.4-1 and 7.4-2 do not imply a requirement to enclose areas of major fire hazard, such as
vehicle decks, where adjacent to the external boundaries of the craft, and clear of
evacuation stations and external escape routes, provided it is shown that fire safety is not
impaired and the general requirement stated in paragraph 1.2.8 is satisfied. Similarly there is
no implied requirement to separate spaces used for similar purposes, such as machinery
spaces, provided the general requirement of paragraph 1.4.16 is satisfied. For structure
treated as in contact with water, lightweight condition in the displacement mode may be
assumed, except in the case of amphibious craft which will not operate entirely over water.
For non metallic structures, heat transfer capability must be demonstrated as sufficient to
protect against the effects of fire.
Structures in contact with seawater should be insulated to the required standard to a level
300mm below the waterline in the craft lightweight condition in the displacement mode.
(MSC/Circ.911)
7.4.2.2 Fire-resisting bulkheads and decks shall be constructed to resist exposure to the
standard fire test for a period of 30 min for areas of moderate fire hazard and 60 min for
areas of major fire hazard except as provided in 7.4.1.1.
7.4.2.3 Main load-carrying structures within areas of major fire hazard and areas of
moderate fire hazard and structures supporting control stations shall be arranged to
distribute load such that there will be no collapse of the construction of the hull and
superstructure when it is exposed to fire for the appropriate fire protection time. The load-
carrying structure shall also comply with the requirements of 7.4.2.4 and 7.4.2.5.
Notwithstanding that structures within areas of minor fire hazard are not included, for
compatibility with the structural fire protection times of tables 7.4-1 and 7.4-2 such structure
supporting control stations on cargo or passenger craft should be capable of supporting its
loading after exposure to a standard fire test of 30 minutes duration.
7.4.2.4 If the structures specified in 7.4.2.3 are made of aluminium alloy their installation
shall be such that the temperature of the core does not rise more than 200°C above the
ambient temperature in accordance with the times in 7.4.1.1 and 7.4.2.2.
7.4.2.5 If the structures specified in 7.4.2.3 are made of combustible material, their
insulation shall be such that their temperatures will not rise to a level where deterioration of
the construction will occur during the exposure to the standard fire test in accordance with
the Fire Test Procedures Code to such an extent that the load-carrying capability, in
accordance with the times in 7.4.1.1 and 7.4.2.3, will be impaired.
7.4.2.6 The construction of all doors, and door frames in fire-resisting divisions, with the
means of securing them when closed, shall provide resistance to fire as well as to the

passage of smoke and flame equivalent to that of the bulkheads in which they are situated.
Watertight doors of steel need not be insulated. Also, where a fire-resisting division is
penetrated by pipes, ducts, electrical cables etc., arrangements shall be made to ensure that
the fire-resisting integrity of the division is not impaired, and necessary testing shall be
carried out in accordance with the Fire Test Procedures Code.
Where machinery shafts penetrate fire-resisting watertight divisions, arrangements shall be

made to ensure that the required watertight and fire-resisting integrity of the division is not
impaired.
Ventilation openings may be accepted in entrance doors to public toilets provided they are
positioned in the lower portion of the door, and fitted with closable grilles operable from
outside the space and made of non-combustible or fire-restricting material. (MSC/Circ.911)
7.4.3 Restricted use of combustible materials
7.4.3.1 All separating divisions, ceilings or linings if not a fire-resisting division, shall be of
non-combustible or fire-restricting materials. Draught stops shall be of non-combustible or
fire-restricting material.
7.4.3.2 Where insulation is installed in areas in which it could come into contact with any
flammable fluids or their vapours, its surface shall be impermeable to such flammable fluids
of vapours.
The fire insulation in such spaces may be covered by metal sheets (not perforated) or by
vapour proof glass cloth accurately sealed at the joint. (MSC/Circ.911)
7.4.3.3 Furniture and furnishings in public spaces and crew accommodation shall comply
with the following standards:
.1 all case furniture is constructed entirely of approved non-combustible or

fire-restricting materials, except that a combustible veneer with a calorific
value not exceeding 45 MJ/m2 may be used on the exposed surface of such
articles;
Different possible types of case furniture are: desks, wardrobes, dressing tables, bureaux
and dressers. (MSC/Circ.911)
.2 all other furniture such as chairs, sofas and tables, is constructed with frames
of non-combustible or fire-restricting materials;
.3 all draperies, curtains and other suspended textile materials have qualities of
resistance to the propagation of flame, this being determined in accordance
with the Fire Test Procedures Code;
.4 all upholstered furniture has qualities of resistance to the ignition and

propagation of flame, this being determined in accordance with the Fire Test
Procedures Code;
.5 all bedding components have qualities of resistance to the ignition and

propagation of flame, this being determined in accordance with the Fire Test
Procedures Code; and

.6 all deck finish materials comply with the Fire Test Procedures Code.
Fire test procedures referenced in the FTP Code (resolutions MSC.61(67), as amended by
resolution MSC.101(73 and MSC.173(79)),), and interpreted in MSC/Circ.916, 964, 1004,
1008, 1036 and 1120 are to be applied to items and materials covered by this paragraph as
follows:
.1 case furniture (FTP Code, annex 1, parts 1 and 10);

.2 frames of all other furniture (FTP Code, annex1, parts 1 and 10);
.3 draperies, textiles and other suspended textile materials (FTP Code, annex1,part 7);
.4 upholstered furniture, eg. passenger seating (FTP Code, annex 1, part 8);
.5 bedding components (FTP Code, annex 1, part 9); and
.6 deck finish materials (FTP Code, annex 1, parts 2 and 6).
7.4.3.4 The following surfaces shall, as a minimum standard, be constructed of materials

having low flame-spread characteristics:
Low flame spread should be determined in accordance with the Fire Test Procedures Code.
Exposed surfaces in corridors and stairway enclosures include deck finish materials.
Surfaces of fire restricting materials, which have been satisfactorily tested as such with their
surface decorative finish incorporated, need not be further tested to the Fire Test Procedures
Code.
This paragraph does not apply to items and materials referred to in paragraph 7.4.3.3.
Consistent with paragraph 7.9.3.4 and clauses 1 and 5.1 of annex 2 to the FTP Code,
partitions, windows and sidescuttles made of glass are considered to be non-combustible
and to comply with the requirements for low-flame spread surfaces.
.1 exposed surfaces in corridors and stairway enclosures, and of bulkheads

(including windows), wall and ceiling linings in all public spaces, crew
accommodation, service spaces, control stations and internal assembly and
evacuation stations;
.2 surfaces in concealed or inaccessible spaces in corridors and stairway

enclosures, public spaces, crew accommodation, service spaces, control
stations and internal assembly and evacuation stations.
7.4.3.5 Any thermal and acoustic insulation shall be of non-combustible or of fire-restricting

material. Vapour barriers and adhesives used in conjunction with insulation, as well as
insulation of pipe fittings for cold service systems need not be non-combustible or fire-
restricting, but they shall be kept to the minimum quantity practicable and their exposed
surfaces shall have low flame spread characteristics.
7.4.3.6 Exposed surfaces in corridors and stairway enclosures, and of bulkheads (including
windows), wall and ceiling linings, in all public spaces, crew accommodation, service spaces,
control stations and internal assembly and evacuation stations shall be constructed of
materials which, when exposed to fire, are not capable of producing excessive quantities of
smoke or toxic products, this being determined in accordance with the Fire Test Procedures
Code.
This paragraph applies to materials including the surface finishes specified in 7.4.3.4.1 and
its interpretation. Surfaces of fire restricting materials, which have been satisfactorily tested

as such with their surface decorative finish incorporated, need not be further tested for
smoke and toxic products of combustion.
7.4.3.7 Void compartments, where low-density combustible materials are used to provide
buoyancy, shall be protected from adjacent fire hazard areas by fire-resisting divisions, in
accordance with tables 7.4-1 and 7.4-2. Also, the space and closures to it shall be gastight
but it shall be ventilated to atmosphere.
7.4.3.8 In compartments where smoking is allowed, suitable non-combustible ash

containers shall be provided. In compartments where smoking is not allowed, adequate
notices shall be displayed.
7.4.3.9 The exhaust gas pipes shall be arranged so that the risk of fire is kept to a minimum.
To this effect, the exhaust system shall be insulated and all compartments and structures
which are contiguous with the exhaust system, or those which may be affected by increased
temperatures caused by waste gases in normal operation or in an emergency, shall be
constructed of non-combustible material or be shielded and insulated with non-combustible
material to protect from high temperatures.
7.4.3.10 The design and arrangement of the exhaust manifolds or pipes shall be such as to
ensure the safe discharge of exhaust gases.
They should be arranged such that hot gases do not:

- cross areas which passengers are likely to occupy,
- enter any ventilation intakes,
- enter any engine combustion air intakes.
7.4.4 Arrangement
7.4.4.1 Internal stairways connecting only two decks need only be enclosed at one deck by
means of divisions and self-closing doors having the structural fire protection time as
required by tables 7.4-1 and 7.4-2 for divisions separating those areas which each stairway
serves. Stairways may be fitted in the open in a public space, provided they lie wholly within
such public space.
Where stairways are fitted in a public space consisting of only two decks, the following
conditions should be met:
− all levels are used for the same purpose;
− the area of the opening between the lower and upper part of the space should be at least
10% of the deck area between the upper and lower part of the space;
− the design should be such that persons within the space should be generally aware, or
could easily be made aware of, a developing fire or other hazardous situation located
within that space;
− sufficient means of escape are provided from both levels of the space directly leading to
an adjacent safe area or compartment; and
− the whole space is served by one section of the sprinkler system.
(MSC/Circ.911)
7.4.4.2 Lift trunks shall be so fitted as to prevent the passage of smoke and flame from one
deck to another and shall be provided with means of closing so as to permit the control of
draught and smoke.

7.4.4.3 In public spaces, crew accommodation, service spaces, control stations, corridors
and stairways, air spaces enclosed behind ceilings, panelling or linings shall be suitably
divided by close-fitting draught stops not more than 14 m apart. On category A craft
provided with only a single public space, draught stops need not be provided in such public
space.
Draught stops should be of non-combustible or fire restricting material. Such materials that
are heat sensitive should not be used except that draft stops need not withstand higher
temperatures than the structure to which they are attached.
Draught stops are not required in public spaces with open ceilings (perforated ceilings)
where the opening is 40% or more, and, the ceiling is arranged in such a way that a fire
behind the ceiling can be easily seen and extinguished. (MSC/Circ.911)
7.5 Fuel and other flammable fluid tanks and systems
7.5.1 Tanks containing fuel and other flammable fluids shall be separated from passenger,
crew, and baggage compartments by vapour-proof enclosures or cofferdams which are
suitably ventilated and drained.
Loose tanks (those not forming part of the structure of the craft) should be fitted with save-
alls.
7.5.2 Fuel oil tanks shall not be located in, or be formed by any part of the structural
boundary of, areas of major fire hazard. However, flammable fluids of a flashpoint not less
than 60°C may be located within such areas provided the tanks are made of steel or other
equivalent material.
The use of aluminium in lubricating oil sump tanks for engines, or in lubricating oil filter
housings fitted integral with the engines, is accepted. (MSC/Circ.911)
7.5.3 Every fuel oil pipe which, if damaged, would allow oil to escape from a storage,
settling or daily service tank shall be fitted with a cock or valve directly on the tank capable of
being closed from a position outside the space concerned in the event of a fire occurring in
the space in which such tanks are situated.
7.5.4 Pipes, valves and couplings conveying flammable fluids shall be of steel or such
alternative material satisfactory to a standard*, in respect of strength and fire integrity having
regard to the service pressure and the spaces in which they are installed. Wherever
practicable, the use of flexible pipes shall be avoided.
* Refer to the Guidelines for the application of plastic pipes on ships, adopted by the Organization by resolution
A.753(18).
Flexible pipes of an approved fire resistant type should be fitted between fixed ship piping
and flexibly mounted equipment. Refer to 10.2.4.9. See also below.
Main engines and auxiliary engines on vessels tend to be fitted with flexible mounts that
require pipework to have a degree of flexibility. To avoid rigid pipework failing, short lengths
of flexible pipework are introduced to permit flexibility between two rigid components.
Flexible pipework on engines can carry fuel, Lubricating oils and hydraulic oils. All these
products when released under high pressure can cause fire when coming into contact with a
source of ignition.

The purpose of this note is to give guidance to MCA Surveyors to ensure consistency in
applying standards. This guidance is for all passenger vessels, and all other vessels greater
than 24m in length.
Flexible Pipe-work Standard
Flexible pipe-work is to be of type that has been approved by a recognised Classification

Society or Nominated Body for the intended purpose. The pipework is to be constructed in
accordance with the relevant Standard, taking into consideration the pressures in the
system. The pipework approval is to incorporate fire testing to 800ºC for 30 minutes which is
normally incorporated in Class approvals and is identical to the fire test contained in the
Passenger Ship Construction - Classes I, II & II(A) and Classes III to VI(A) Instructions to
Surveyors. Where sleeves are used in conjunction with the pipes, the sleeve requires a
similar fire test approval as stated above. Documentary evidence should be provided to
ensure the pipework complies with the relevant standards.
Existing arrangements on board vessels shall be allowed to continue until the next renewal
date of the pipe, as per the pipe manufacturer’s instructions, but not more than 5 years. If
there are no records available for the dates of last renewal, these pipes shall be renewed
immediately and the new pipe or pipe / sleeve assembly shall meet the fire test requirements
stated above.
Where hoses do not meet the above fire testing requirements due to some constraints, MCA
may consider granting approval on a case to case basis, provided appropriate fire detection /
fighting arrangements are in place.
Flexible Pipework Installation and Connections:
Flexible pipework is to be installed in accordance with the manufacturer's instruction and

fully supported. The pipework is to be provided with sufficient free movement to
accommodate vibration and to avoid contact with any structure. Where sleeves are fitted, the
sleeve needs to extend beyond the length of the pipe, with appropriate leak proof end
connections.
Flexible pipework tends to have a service life and should be replaced in accordance with the
manufacturer's instructions, but the interval shall not exceed 5 years.
Fixed Pressure fuel injector pipes for diesel engines
From July 1 1998, all new vessels to which SOLAS, M.S. Passenger Ship Regulations or
M.S. Cargo Ship Regulations apply are required to be fitted with jacketed H.P. fuel injection
piping. This requirement is to be applied to existing vessels except that alternative
arrangements may be made for engines having an output of 375 kW or less.
Reference Standards
BS 3832:1991 has been withdrawn and replaced by BS EN 853. Rubber covered wire
braided reinforced hydraulic type.
BS 4586:1992 has been withdrawn and replaced by BS EN 856. Rubber-covered spiral wire
reinforced hydraulic type.
BS 5345-1:1989 has been replaced by BS EN 60079-14 but remains current.

In addition to the above standards that refer to the construction and pressure testing of
flexible hoses, fire testing of the hoses to the standards below can be accepted.
BS ISO 15540 with Corrigendum 1 - Fire resistance of hose assemblies - Test methods.
BS ISO 15541 - Fire resistance of hose assemblies - Requirements for the test bench.
7.5.5 Pipes, valves and couplings conveying flammable fluids shall be arranged as far from
hot surfaces or air intakes of engine installations, electrical appliances and other potential
sources of ignition as is practicable and be located or shielded so that the likelihood of fluid
leakage coming into contact with such sources of ignition is kept to a minimum.
7.5.6 Fuel with a flash point below 35°C shall not be used. In every craft in which fuel with
a flashpoint below 43°C is used, the arrangements for the storage, distribution and utilization
of the fuel shall be such that, having regard to the hazard of fire and explosion which the use
of such fuel may entail, the safety of the craft and of persons on board is preserved. The
arrangements shall comply, in addition to the requirements of 7.5.1 to 7.5.5, with the
following provisions:
.1 tanks for the storage of such fuel shall be located outside any machinery
space and at a distance of not less than 760 mm inboard from the shell side
and bottom plating, and from decks and bulkheads;
.2 arrangements shall be made to prevent overpressure in any fuel tank or in

any part of the oil fuel system, including the filling pipes. Any relief valves and
air or overflow pipes shall discharge to a position which, in the opinion of the
Administration, is safe;
.3 the spaces in which fuel tanks are located shall be mechanically ventilated,
using exhaust fans providing not less than six air changes per hour. The fans
shall be such as to avoid the possibility of ignition of flammable gas-air
mixtures. Suitable wire mesh guards shall be fitted over inlet and outlet
ventilation openings. The outlets for such exhausts shall discharge to a
position which, in the opinion of the Administration is safe. 'No Smoking' signs
shall be posted at the entrance to such spaces;
.4 earthed electrical distribution systems shall not be used, with the exception of
earthed intrinsically safe circuits;
.5 suitable certified safe type* electrical equipment be used in all spaces where
fuel leakage could occur, including the ventilation system. Only electrical
equipment and fittings essential for operational purposes shall be fitted in
such spaces;
* Refer to the Recommendations published by the International Electrotechnical Commission and, in particular,
publication 60092 – Electrical Installations in Ships.
.6 a fixed vapour-detection system shall be installed in each space through

which fuel lines pass, with alarms provided at the continuously manned
control station;
.7 every fuel tank shall, where necessary, be provided with "savealls" or gutters
which would catch any fuel which may leak from such tank;
.8 safe and efficient means of ascertaining the amount of fuel contained in any
tank shall be provided. Sounding pipes shall not terminate in any space
where the risk of ignition of spillage from the sounding pipe might arise. In
particular, they shall not terminate in passenger or crew spaces. The use of
cylindrical gauge glasses is prohibited, except for cargo craft where the use of
oil-level gauges with flat glasses and self-closing valves between the gauges
and fuel tanks may be permitted by the Administration. Other means of
ascertaining the amount of fuel contained in any tank may be permitted if
such means do not require penetration below the top of the tank, and
providing their failure or overfilling of the tank will not permit the release of
fuel;
.9 during bunkering operations, no passenger shall be on board the craft or in

the vicinity of the bunkering station, and adequate 'No Smoking' and 'No
Naked Lights' signs shall be posted. Vessel-to-shore fuel connections shall
be of closed type and suitably grounded during bunkering operations;
.10 the provision of fire detection and extinguishing systems in spaces where
non-integral fuel tanks are located shall be in accordance with requirements
of 7.7.1 to 7.7.3; and
.11 refuelling of the craft shall be done at the approved refuelling facilities,
detailed in the route operational manual, at which the following fire appliances
are provided:
.11.1 a suitable foam applicator system consisting of monitors and

foam-making branch pipes capable of delivering foam solution at a rate of
not less than 500 l /min for not less than 10 min;
.11.2 dry powder extinguishers of a total capacity not less than 50 kg; and
.11.3 carbon dioxide extinguishers of a total capacity not less than 16 kg.
7.6 Ventilation
7.6.1 The main inlets and outlets of all ventilation systems shall be capable of being closed
from outside the spaces being ventilated. In addition, such openings to areas of major fire
hazard shall be capable of being closed from a continuously manned control station.
The controls should be easily accessible as well as prominently and permanently marked
and should indicate whether the shut-off is open or closed. (MSC/Circ.911)
7.6.2 All ventilation fans shall be capable of being stopped from outside the spaces which
they serve, and from outside the spaces in which they are installed. Ventilation fans serving
areas of major fire hazard shall be capable of being operated from a continuously manned
control station. The means provided for stopping the power ventilation to the machinery
space shall be separated from the means provided for stopping ventilation of other spaces.
7.6.3 Areas of major fire hazard and spaces serving as assembly stations shall have
independent ventilation systems and ventilation ducts. Ventilation ducts for areas of major
fire hazard shall not pass through other spaces, unless they are contained within a trunk or
in an extended machinery space or casing insulated in accordance with tables 7.4-1 and

7.4-2; ventilation ducts of other spaces shall not pass through areas of major fire hazard.
Ventilation outlets from areas of major fire hazard shall not terminate within a distance of 1 m
from any control station, evacuation station or external escape route. In addition, exhaust
ducts from galley ranges shall be fitted with:
The term “independent ventilation systems” means systems that have no connection to any
other system.
.1 a grease trap readily removable for cleaning unless an alternative approved

grease removal system is fitted;
.2 a fire damper located in the lower end of the duct which is automatically and
remotely operated, and in addition a remotely operated fire damper located in
the upper end of the duct;
'Lower end of the duct' means a position at the junction between the duct and the galley
range hood.
.3 a fixed means for extinguishing a fire within the duct;
.4 remote control arrangements for shutting off the exhaust fans and supply
fans, for operating the fire dampers mentioned in .2 and for operating the fire-
extinguishing system, which shall be placed in a position close to the
entrance to the galley. Where a multi-branch system is installed, means shall
be provided to close all branches exhausting through the same main duct
before an extinguishing medium is released into the system; and
The means for closing the ends of multi-branch systems should be remote controlled from a
position close to the remote controls listed in this regulation.
.5 suitably located hatches for inspection and cleaning.
Location of hatches for inspection and cleaning in galley range ducts:

− One hatch should be provided close to the exhaust fan.
− In the galley exhaust duct the grease will accumulate more in the lower end. Therefore,
hatches should be fitted also in this part of the duct. For interpretation of ‘lower end’ see
that for 7.6.3.2.
7.6.4 Where a ventilation duct passes through a fire-resisting division, a fail safe automatic
closing fire damper shall be fitted adjacent to the division. The duct between the division
and the damper shall be of steel or other equivalent material and insulated to the same
standard as required for the fire-resisting division. The fire damper may be omitted where
ducts pass through spaces surrounded by fire-resisting divisions without serving those
spaces providing that the duct has the same structural fire protection time as the divisions it
penetrates. Where a ventilation duct passes through a smoke-tight division, a smoke
damper shall be fitted at the penetration unless the duct which passes through the space
does not serve that space.
Where a ventilation duct is permitted to pass through a fire resisting division, other than a
smoke tight division fitted to satisfy paragraph 7.11.1, dampers may be omitted where the
compensating provisions of SOLAS Chapter II-2 regulation 9.7.3.1.2 are adopted.

Fire and smoke dampers should be easily accessible. Where they are placed behind ceilings
or linings, they should be provided with an inspection door on which a plate is fitted providing
the identification number of the damper. Such plates with identification numbers should also
be placed on any required remote controls. (MSC/Circ.911)
7.6.5 Where ventilation systems penetrate decks, the arrangements shall be such that the
effectiveness of the deck in resisting fire is not thereby impaired and precautions shall be
taken to reduce the likelihood of smoke and hot gases passing from one between-deck
space to another through the system.
7.6.6 All dampers fitted on fire-resisting or smoke-tight divisions shall also be capable of
being manually closed from each side of the division in which they are fitted, except for those
dampers fitted on ducts serving spaces not normally manned such as stores and toilets that
may be manually operated only from outside the served spaces. All dampers shall also be
capable of being remotely closed from the continuously manned control station.
Manual closing may be achieved by mechanical means of release or by remote operation of

the fire or smoke damper by means of a fail-safe electrical switch or pneumatic release (i.e.
spring-loaded, etc.). (MSC/Circ.911)
7.6.7 Ducts shall be made of non-combustible or fire-restricting material. Short ducts,

however, may be of combustible materials subject to the following conditions:
.1 their cross-section does not exceed 0.02 m2;
.2 their length does not exceed 2 m;
.3 they may only be used at the terminal end of the ventilation system;
.4 they shall not be situated less than 600 mm from an opening in a fire-resisting
or fire-restricting division; and
.5 their surfaces have low flame-spread characteristics.
7.7 Fire detection and extinguishing systems
Where a fixed fire-extinguishing system not required by paragraph 7.7 of the Code is
installed, it should meet the requirements of this section. (MSC/Circ.911)
7.7.1 Fire detection systems
Areas of major and moderate fire hazard and other enclosed spaces not regularly occupied
within public spaces and crew accommodation, such as toilets, stairway enclosures,
corridors and escape routes shall be provided with an approved automatic smoke detection
system and manually operated call points complying with the requirements of 7.7.1.1 and
7.7.1.3 to indicate at the control station the location of outbreak of a fire in all normal
operating conditions of the installations. Detectors operated by heat instead of smoke may
be installed in galleys. Main propulsion machinery room(s) shall in addition have detectors
sensing other than smoke and be supervised by TV cameras monitored from the operating
compartment. Manually operated call points shall be installed throughout the public spaces,
crew accommodation, corridors and stairway enclosures, service spaces and where

necessary control stations. One manually operated call point shall be located at each exit
from these spaces and from areas of major fire hazard.
Control stations not normally occupied (e.g. emergency generator rooms) need not be
provided with manually operated call points. (MSC/Circ.911)
For guidance on power supply of the television surveillance system refer to the guidance
under 7.8.3.1.
7.7.1.1 General requirements
.1 Any required fixed fire-detection and fire alarm system with manually
operated call points shall be capable of immediate operation at all times.
.2 Power supplies and electric circuits necessary for the operation of the system
shall be monitored for loss of power or fault conditions as appropriate.
Occurrence of a fault condition shall initiate a visual and audible fault signal at
the control panel which shall be distinct from a fire signal.
.3 There shall be not less than two sources of power supply for the electrical
equipment used in the operation of the fixed fire-detection and fire alarm
system, one of which shall be an emergency source. The supply shall be
provided by separate feeders reserved solely for that purpose. Such feeders
shall run to an automatic change-over switch situated in or adjacent to the
control panel for the fire-detection system.
.4 Detectors and manually operated call points shall be grouped into sections.
The activation of any detector or manually operated call point shall initiate a
visual and audible fire signal at the control panel and indicating units. If the
signals have not received attention within two minutes, an audible alarm shall
be automatically sounded throughout the crew accommodation and service
spaces, control stations and machinery spaces. There shall be no time delay
for the audible alarms in crew accommodation areas when all the control
stations are unattended. The alarm sounder system need not be an integral
part of the detection system.
A section is a group of fire detectors and manually operated call points as displayed at the
indicating unit(s) required by this paragraph. (MSC/Circ.911)
.5 The control panel shall be located in the operating compartment or in the

main fire control station.
.6 Indicating units shall, as a minimum, denote the section in which a detector or

manually operated call point has operated. At least one unit shall be so
located that it is easily accessible to responsible members of the crew at all
times, when at sea or in port, except when the craft is out of service. One
indicating unit shall be located in the operating compartment if the control
panel is located in the space other than the operating compartment.
.7 Clear information shall be displayed on or adjacent to each indicating unit

about the spaces covered and the location of the sections.

.8 Where the fire-detection system does not include means of remotely
identifying each detector individually, no section covering more than one deck
within public spaces, crew accommodation, corridors, service spaces and
control stations shall normally be permitted except a section which covers an
enclosed stairway. In order to avoid delay in identifying the source of fire, the
number of enclosed spaces included in each section shall be limited as
determined by the Administration. In no case shall more than 50 enclosed
spaces be permitted in any section. If the detection system is fitted with
remotely and individually identifiable fire detectors, the sections may cover
several decks and serve any number of enclosed spaces.
.9 In passenger craft, if there is no fire-detection system capable of remotely and

individually identifying each detector, a section of detectors shall not serve
spaces on both sides of the craft nor on more than one deck and neither shall
it be situated in more than one zone according to 7.11.1 except that the
Administration, if it is satisfied that the protection of the craft against fire will
not thereby be reduced, may permit such a section of detectors to serve both
sides of the craft and more than one deck. In passenger craft fitted with
individually identifiable fire detectors, a section may serve spaces on both
sides of the craft and on several decks.
The arrangement of detectors and sections should allow the crew to be able to identify a fire
within an auxiliary machinery space if it contains hydraulic equipment.
The same section of detectors may serve spaces on more than one deck if such spaces are
located in the fore or aft end of the craft or they are so arranged that they constitute common
spaces on different decks (e.g. fan rooms, galleys, public spaces, etc).
(MSC/Circ.911)
.10 A section of fire detectors which covers a control station, a service space, a
public space, crew accommodation, corridor or stairway enclosure shall not
include a machinery space of major fire hazard.
For fire detection systems with remotely and individually identifiable fire detectors, the
requirement set out in this section is considered met when a loop covering accommodation
spaces, service spaces, and control stations, does not include machinery spaces of a major
fire hazard. (MSC/Circ.911)
.11 Detectors shall be operated by heat, smoke or other products of combustion,

flame, or any combination of these factors. Detectors operated by other
factors indicative of incipient fires may be considered by the Administration
provided that they are no less sensitive than such detectors. Flame detectors
shall only be used in addition to smoke or heat detectors.
.12 Suitable instructions and component spares for testing and maintenance shall
be provided.
.13 The function of the detection system shall be periodically tested by means of
equipment producing hot air at the appropriate temperature, or smoke or
aerosol particles having the appropriate range of density or particle size, or
other phenomena associated with incipient fires to which the detector is
designed to respond. All detectors shall be of a type such that they can be

tested for correct operation and restored to normal surveillance without the
renewal of any component.
.14 The fire-detection system shall not be used for any other purpose, except that
closing of fire doors and similar functions may be permitted at the control
panel.
The following activating arrangement may be acceptable:

− to activate a paging system;
− to activate the fan stops;
− to activate the closure of fire doors;
− to activate the closure of fire and smoke dampers;
− to activate the sprinkler system.
(MSC/Circ.911)
.15 Fire-detection systems with a zone address identification capability shall be

so arranged that:
A loop should not pass through a space twice. Where this is not practical, (e.g. for large
public spaces) the part of the loop which by necessity passes through the space for a
second time should be installed at the maximum possible distance from the other parts of
the loop.
Definitions:
Loop: electrical circuit linking detectors of various sections in a sequence and connected
(input and output) to the indicating unit(s).
Zone address identification capability: a system with individually identifiable fire detectors.
(MSC/Circ.911)
.1 a loop cannot be damaged at more than one point by a fire;
.2 means are provided to ensure that any fault (e.g., power break; short
circuit; earth) occurring in the loop shall not render the whole loop
ineffective;
.3 all arrangements are made to enable the initial configuration of the

system to be restored in the event of failure (electrical, electronic,
informatic); and
.4 the first initiated fire alarm shall not prevent any other detector to
initiate further fire alarms.
The fire detection system in vehicle deck spaces, excluding manual call points, may be
switched off with a timer during loading/unloading of vehicles.

7.7.1.2 Installation requirements
.1 In addition to 7.7.1, manually operated call points shall be readily accessible

in the corridors of each deck such that no part of the corridor is more than
20 m from a manually operated call point.
.2 Where a fixed fire-detection and fire alarm system is required for the
protection of spaces other than stairways, corridors and escape routes, at
least one detector complying with 7.7.1.1.11 shall be installed in each such
space.
.3 Detectors shall be located for optimum performance. Positions near beams

and ventilation ducts or other positions where patterns of air flow could
adversely affect performance and positions where impact or physical damage
is likely shall be avoided. In general, detectors which are located on the
overhead shall be a minimum distance of 0.5 m away from bulkheads.
Distances smaller than 0.5 m from bulkheads may be accepted in corridors, lockers and
stairways. (MSC/Circ.911)
.4 The maximum spacing of detectors shall be in accordance with the table

below:
Type of Maximum floor Maximum Maximum

detector area per distance apart distance away
detector between from bulkheads
centres
Heat 37 m2 9m 4.5 m
Smoke 74 m2 11 m 5.5 m
The Administration may require or permit other spacings based upon test
data which demonstrate the characteristics of the detectors.
.5 Electrical wiring which forms parts of the system shall be so arranged as to

avoid machinery spaces of major fire hazard, and other enclosed spaces of
major fire hazard except, where it is necessary, to provide for fire detection or
fire alarm in such spaces or to connect to the appropriate power supply.
A section is defined as a group of detectors and manually operated call points as reported in
the required indicating unit(s).
A detector loop is defined as an electrical circuit linking detectors of various sections in a

sequence and connected (input and output) to the indicating unit(s). Zone address
identification capability is a system with individually identifiable fire detectors.
Acceptable activating arrangements; the fire control panel may be permitted to:
.1 activate a paging system;
.2 activate the fan stops;

.3 activate the closure of fire doors;
.4 activate the closure of fire dampers;
.5 activate the sprinkler system;
.6 activate the smoke extraction system; and
.7 activate the low-location lighting system.
.6 and .7 are in addition to the MSC Circ guidance. See 7.7.1.1.14 above.
Fire detection systems with a zone address identification capability. Shall comply with:
.1 Detectors installed within cold spaces such as refrigerated compartments should be

tested according to IEC 60068-2-1 - Section one - Test Aa. The temperature of operation of
heat detectors in spaces covered by this Regulation may be 130°C, in saunas up to 140°C.
Cargo spaces
.1 All spaces in a passenger ship except cargo spaces, baggage and store rooms may, as
a general rule, be regarded as accessible to the fire patrol. In ships engaged on voyages not
exceeding 10 hours, if the cargo holds are opened within that time to discharge or receive
cargo etc. the holds may be deemed accessible to the patrol and an automatic fire detecting
system need not be fitted. Applications for exemption should be submitted to MCA
Headquarters in writing giving reasons why it would be unreasonable to comply with the
requirements.
.2 Where a fire detecting system of the sample extraction smoke detection type is
combined with a fixed gas fire extinguishing system, the arrangement should be such that
gas cannot be admitted to the detecting cabinet.
Fire detectors
.1 All fire detectors must be of approved types for the area in which they are to be used. In
general the functional performance and sensitivity of detectors should be in accordance with
the appropriate parts of BS EN 54.
Control and indicating units
.1 In general, control and indicating units should be designed and constructed in

accordance with BS EN 54-4, but full compliance with the detail of that Standard is not
necessary provided the equipment carries out the functions specified satisfactorily. A second
battery reserved solely for fire detection purposes need not be provided if a second
satisfactory source of power is available. However where such a second battery is provided
its capacity should be sufficient for the maximum load of the system for the period stipulated
for the emergency source of power on the ship.
Ancillary equipment
.1 Ancillary equipment such as manual call points, sounders and power packs should, in
general, be designed and constructed to the relevant British Standard where one is
published. Where no relevant standard exists each case will be assessed individually on its
merits.
Environmental tests

.1 Environmental tests as specified in the various relevant standards are not adequate to
prove equipment is suitable for use in the marine environment. In order to be considered
suitable for this use the type approval certificate should specify that the appropriate tests
have been carried out.
Sample extraction smoke detection systems.
.1 Sequential scanning intervals, the interval (I) should depend on the number of scanning
points (N) and the overall response time (T) of the fans. With a 20 per cent allowance:
I = 1.2 x T x N
However, the maximum allowable interval should not exceed 120 sec (Imax = 120 s) the
maximum response time for the fans should be around 15 sec.
Smoke detectors above ceilings – spacing
.1 The spacing of smoke detectors above ceilings should be in accordance with the table
as follows (paragraph 2(e) of Schedule 5 of MSN 1666(M)) unless the presence of draught
stops requires closer spacing.
(MCA Guidance on Ch II-2 of SOLAS)
7.7.1.3 Design requirements
.1 The system and equipment shall be suitably designed to withstand supply

voltage variation and transients, ambient temperature changes, vibration,
humidity, shock, impact and corrosion normally encountered in ships.
.2 Smoke detectors shall be certified to operate before the smoke density

exceeds 12.5 % obscuration per metre, but not until the smoke density
exceeds 2% obscuration per metre. Smoke detectors to be installed in other
spaces shall operate within sensitivity limits to the satisfaction of the
Administration having regard to the avoidance of detector insensitivity or over-
sensitivity.
.3 Heat detectors shall be certified to operate before the temperature exceeds

78°C but not until the temperature exceeds 54°C, when the temperature is
raised to those limits at a rate less than 1°C per minute. At higher rates of
temperature rise, the heat detector shall operate within temperature limits
having regard to the avoidance to detector insensitivity or over-sensitivity.
.4 At the discretion of the Administration, the permissible temperature of

operation of heat detectors may be increased to 30°C above the maximum
deckhead temperature in drying rooms and similar spaces of a normal high
ambient temperature.
.5 Flame detectors corresponding to 7.7.1.1.11 shall have a sensitivity sufficient

to determine flame against an illuminated space background and a false
signal identification system.
7.7.2 Fire detection for periodically unattended machinery spaces
A fixed fire-detection and fire alarm system for periodically unattended machinery spaces
shall comply with the following requirements:
.1 The fire-detection system shall be so designed and the detectors so
positioned as to detect rapidly the onset of fire in any part of those spaces
and under any normal conditions of operation of the machinery and variations
of ventilation as required by the possible range of ambient temperatures.
Except in spaces of restricted height and where their use is specially
appropriate, detection systems using only thermal detectors shall not be
permitted. The detection system shall initiate audible and visual alarms
distinct in both respects from the alarms of any other system not indicating
fire, in sufficient places to ensure that the alarms are heard and observed on
the navigating bridge and by a responsible engineer officer. When the
operating compartment is unmanned the alarm shall sound in a place where a
responsible member of the crew is on duty.
The use of atmosphere oil mist detectors in machinery spaces, in addition to the required
detectors, should be encouraged as they can give advanced warning of a potential fire.
.2 After installation, the system shall be tested under varying conditions of

engine operation and ventilation.
7.7.3 Fixed fire-extinguishing systems
The system should be remotely controlled in such a way that it is fully serviceable from the
operating compartment without any intervention of personnel outside that space in normal
conditions. (MSC/Circ1102)
A fixed fire fighting system (eg. a CO2 system) which has its actuating method from main
engine control start air is unsuitable, whether this is dried and filtered or not. This can seize
the pneumatic control valve due to wet air being in the system. Individual nitrogen charges
are more suitable.
7.7.3.1 Areas of major fire hazard shall be protected by an approved fixed fire-extinguishing
system operable from the control position which is adequate for the fire hazard that may
exist. The system shall comply with 7.7.3.2 and 7.7.3.3 or with alternative arrangements
approved by the Administration taking into account the recommendations and guidelines
developed by the Organization* and be capable of local manual control and remote control
from the continuously manned control stations.
* Refer to MSC/Circ.668 – Alternative arrangements for halon fire-extinguishing systems in machinery spaces
and pump-rooms, and amendments thereto contained in MSC/Circ.728 – Revised test method for equivalent
water-based fire-extinguishing systems for machinery spaces of category A and cargo pump-rooms contained in
MSC/Circ.668; and to MSC/Circ.848 – Revised guidelines for approval of equivalent fixed gas fire-extinguishing
systems, as referred to in SOLAS 74, for machinery spaces and cargo pump-rooms.
7.7.3.2 General requirements
.1 In all craft where gas is used as the extinguishing medium, the quantity of gas
shall be sufficient to provide two independent discharges. The second
discharge into the space shall only be activated manually from a position
outside the space being protected. Where the space has a local fire-
suppression system installed, based on the guidelines developed by the
Organization*, to protect fuel oil, lubricating oil and hydraulic oil located near
exhaust manifolds, turbo chargers or similar heated surfaces on main and

auxiliary internal combustion engines, a second discharge need not be
required.
* Refer to the Guidelines for the approval of water-based local application of fixed fire-suppression systems, to be
developed by the Organization.
Refer to MSC/Circ.913, and the associated interpretations of MSC/Circ.1082.
.2 The use of a fire-extinguishing medium which, in the opinion of the

Administration, either by itself or under expected conditions of use will
adversely affect the earth's ozone layer and/or gives off toxic gases in such
quantities as to endanger persons shall not be permitted.
.3 The necessary pipes for conveying fire-extinguishing medium into protected

spaces shall be provided with control valves so marked as to indicate clearly
the spaces to which the pipes are led. Non-return valves shall be installed in
discharge lines between cylinders and manifolds. Suitable provision shall be
made to prevent inadvertent admission of the medium to any space.
Pipelines may pass through accommodation spaces provided they are of substantial
thickness and that their tightness is verified with a pressure test, after their installation, at a
pressure head not less than 5 N/mm2. In addition, pipelines passing through
accommodation areas should only be joined by welding and should not be fitted with drains
or other openings within such spaces. Pipelines should not pass through refrigerated
spaces. (MSC/Circ.911)
.4 The piping for the distribution of fire-extinguishing medium shall be arranged

and discharge nozzles so positioned that a uniform distribution of medium is
obtained.
.5 Means shall be provided to close all openings which may admit air to, or allow
gas to escape from, a protected space.
Openings that may admit air to, or allow gas to escape from, a protected space should be
capable of being closed from outside the protected space. (MSC/Circ.911)
.6 Where the volume of free air contained in air receivers in any space is such
that, if released in such space in the event of fire, such release of air within
that space would seriously affect the efficiency of the fixed fire-extinguishing
system, the Administration shall require the provision of an additional quantity
of fire-extinguishing medium.
The volume of starting air receivers, converted to free air volume, should be added to the
gross volume of the machinery space when calculating the necessary quantity of
extinguishing medium. Alternatively, a discharge pipe connected to a safety valve may be
fitted provided it leads directly to the open air. (MSC/Circ.911)
.7 Means shall be provided for automatically giving audible warning of the

release of fire-extinguishing medium into any space in which personnel
normally work or to which they have access. The alarm shall operate for a
suitable period before the medium is released, but not less than 20 s. Visible
alarm shall be arranged in addition to the audible alarm*.

The suitable period for which the alarm must sound shall be determined by the minimum
time required for personnel to evacuate the space when undertaking their assigned duties.
Ro-ro spaces and other spaces where personnel can be expected to enter, and where the
access is facilitated by doors or hatches, should be provided with an automatic warning for
the release of the extinguishing medium.
The pre-discharge alarm should be automatically activated, e.g. by opening of the release
cabinet door.
* Refer to the Code on Alarms and Indicators, 1995 (resolution A.830(19)).
(MSC/Circ.911)
.8 The means of control of any fixed gas fire-extinguishing system shall be

readily accessible and simple to operate and shall be grouped together in as
few locations as possible at positions not likely to be cut off by a fire in a
protected space. At each location there shall be clear instructions relating to
the operation of the system, having regard to the safety of personnel.
.9 Automatic release of fire-extinguishing medium shall not be permitted.
.10 Where the quantity of extinguishing medium is required to protect more than
one space, the quantity of medium available need not be more than the
largest quantity required for any one space so protected.
Two spaces can be considered as separated spaces where divisions comply with tables 7.4-
1 and 7.4-2, as appropriate, or the divisions are of steel construction. (MSC/Circ.911)
.11 Pressure containers required for the storage of fire-extinguishing medium

shall be located outside protected spaces in accordance with 7.7.3.2.14.
Pressure containers may be located inside the space to be protected if in the
event of accidental release persons will not be endangered.
.12 Means shall be provided for the crew to safely check the quantity of medium
in the containers.
Means for checking the quantity of medium in containers should be so arranged that it is not
necessary to move the containers completely from their fixing position. This may be
achieved for instance by providing hanging bars above each bottle row for a weighing device
or by using suitable surface indicators.
Surface indicators containing radioactive material should be of a type accepted by the
Administration. (MSC/Circ.911)
.13 Containers for the storage of fire-extinguishing medium and associated

pressure components shall be designed having regard to their locations and
maximum ambient temperatures expected in service.
.14 When the fire-extinguishing medium is stored outside a protected space, it

shall be stored in a room which shall be situated in a safe and readily
accessible position and shall be effectively ventilated. Any entrance to such a
storage room shall preferably be from the open deck and in any case shall be
independent of the protected space. Access doors shall open outwards, and
bulkheads and decks including doors and other means of closing any opening
therein, which form the boundaries between such rooms and adjoining
enclosed spaces, shall be gas tight. Such storage rooms shall be treated as
control rooms.
Spaces for storage of the cylinders or tanks for extinguishing gas should not be used for
other purposes. Access to these spaces should be possible from the open deck; spaces
situated below the deck should be directly accessible by a stairway or ladder from the open
deck. The space should be located no more than one deck below the open deck.
Spaces where the entrance from the open deck is not provided, or which are located below
deck, are to be fitted with mechanical ventilation. The exhaust duct (suction) should lead to
the bottom of the space. Such spaces should be ventilated with at least 6 air changes per
hour. (MSC/Circ.991)
.15 Spare parts for the system shall be stored on board or at a base port.
.16 If the release of a fire extinguishing medium produces significant over or

under pressurisation in the protected space, means shall be provided to limit
the induced pressures to acceptable limits to avoid structural damage.
7.7.3.3 Carbon dioxide systems
.1 For cargo spaces, the quantity of carbon dioxide available shall, unless
otherwise provided, be sufficient to give a minimum volume of free gas equal
to 30% of the gross volume of the largest cargo space so protected in the
craft.
.2 For machinery spaces, the quantity of carbon dioxide carried shall be

sufficient to give a minimum volume of free gas equal to the larger of the
following volumes, either:
.2.1 40% of the gross volume of the largest machinery space so protected,
the volume to exclude that part of the casing above the level at which
the horizontal area of the casing is 40% or less of the horizontal area
of the space concerned taken midway between the tank top and the
lowest part of the casing; or
.2.2 35% of the gross volume of the largest machinery space protected,
including the casing, provided that the above-mentioned percentages
may be reduced to 35% and 30% respectively for cargo craft of less
than 2,000 gross tonnage; provided also that if two or more machinery
spaces are not entirely separate they shall be considered as forming
one space.
.3 For the purpose of this paragraph the volume of free carbon dioxide shall be
calculated at 0.56 m3/kg.
.4 For machinery spaces, the fixed piping system shall be such that 85% of the
gas can be discharged into the space within 2 min.
.5 Two separate controls shall be provided for releasing carbon dioxide into a
protected space and to ensure the activation of the alarm. One control shall
be used to discharge the gas from its storage containers. A second control

shall be used for opening the valve of the piping which conveys the gas into
the protected spaces.
.6 The two controls shall be located inside a release box clearly identified for the
particular space. If the box containing the controls is to be locked, a key to the
box shall be in a break-glass type enclosure conspicuously located adjacent
to the box.
Means should be provided for the removal of released carbon dioxide gas from the space.
This could take the form of:
− a portable fan and trunking,
− low level trunking connected to reversible space ventilation fan(s).
Note should also be taken of comments under 7.7.3.
7.7.4 Portable fire extinguishers
Control stations, public spaces, crew accommodation, corridors and service spaces shall be
provided with portable fire extinguishers of approved type and design. At least five portable
extinguishers shall be provided, and so positioned, as to be readily available for immediate
use. In addition, at least one extinguisher suitable for machinery space fires shall be
positioned outside each machinery space entrance.
Refer to IMO resolution A.951(23) entitled "Improved Guidelines for marine portable fire
extinguishers". (MSC/Circ.911)
Refer to ISO 7165 – Fire protection equipment – Portable fire extinguishers – Performance
and construction. Note that ISO 7165 currently has two amendments.
The mass of portable fire extinguishers should not exceed 23 kg.
Each powder or carbon dioxide extinguisher should have a capacity of at least 5kg, and
each foam extinguisher a capacity of at least 9 litres.
For Equivalents of portable fire extinguishers reference should be made to ISO/DIS 7156 -
Fire protection equipment - Portable fire extinguishers - Performance and construction.
Examination and testing of portable fire extinguishers:

− Fire extinguishers should be examined annually by a competent person.
− Each fire extinguisher should be provided with a sign indicating that it has been
examined.
− Fire extinguisher cylinders and propellant bottles should be hydraulic pressure tested
every 10 years.
Carbon dioxide fire extinguishers should not be placed in accommodation spaces. In control
stations and other spaces containing electrical or electronic equipment or appliances
necessary for the safety of the craft, fire extinguishers should be provided with extinguishing
media which are neither electrically conductive nor harmful to the equipment and appliances.
Fire extinguishers should be ready for use and located in easily visible places such that they
can be reached quickly and easily at any time in the event of a fire. In addition, the fire
extinguisher should be located such that their serviceability is not impaired by the weather,

vibration or other external factors. Portable fire extinguishers should be provided with
devices to identify whether they have been used.
See MGN 276 Fire Protection – Maintenance of Portable Fire Extinguishers.
For Equivalents of portable fire extinguishers reference should be made to ISO/DIS 7165 -
Fire protection equipment - Portable fire extinguishers - Performance and construction,
which currently has two amendments.
7.7.5 Fire pumps, fire mains, hydrants and hoses
Fire pumps, and appropriate associated equipment, or alternative effective fire-extinguishing

systems shall be fitted as follows:
.1 At least two independently driven pumps shall be arranged. Each pump shall
have at least two-thirds the capacity of a bilge pump as determined by 10.3.5
and 10.3.6 but not less than 25 m3/h. Each fire pump shall be able to deliver
sufficient quantity and pressure of water to simultaneously operate the
hydrants as required by .4.
Independently driven pumps are pumps powered by independent sources of power.

(MSC/Circ.911)
This is intended to mean the prime-movers as opposed to the main and emergency sources
of power. (MSC/Circ.1102)
.2 The arrangement of the pumps shall be such that in the event of a fire in any
one compartment, all the fire pumps will not be put out of action.
Where for craft of not more than 21.34m in length (and not on international voyages) it is
considered impractical to fit two 25m3/h capacity pumps, such as amphibious hovercraft that
operate for part of the time not over water, then a system giving an equivalent level of safety
such as the following could be considered:
− one 10 m3/h capacity fire pump
− hoses with a 10mm diameter nozzle capable of producing a throw of not less than 6m
which can be directed to any part of the craft
− two fire hydrants positioned either forward and aft or port and starboard
− a dual two shot water fog system with a minimum of 4 minutes operation for each shot
− additional portable fire extinguishers in the engine space or in the lobby access to that
space
.3 Isolating valves to separate the section of the fire main within the machinery
space containing the main fire pump or pumps from the rest of the fire main
shall be fitted in an easily accessible and tenable position outside the
machinery spaces. The fire main shall be so arranged that when the isolating
valves are shut all the hydrants on the craft, except those in the machinery
space referred to above, can be supplied with water by a fire pump not
located in this machinery space through pipes which do not enter this space.
The spindles of manually operated valves shall be easily accessible and all
valves shall be clearly marked.

Fire mains should be capable of being drained. Valves should be installed in the main so
that fire main branches can be isolated when the main is used for purposes other than fire-
fighting. (MSC/Circ.911)
.4 Hydrants shall be arranged so that any location on the craft can be reached
by the water jets from two fire hoses from two different hydrants, one of the
jets being from a single length of hose. Ro-ro spaces hydrants shall be
located so that any location within the space can be reached by two water jets
from two different hydrants, each jet being supplied from a single length of
hose.
One hydrant should be located in the vicinity of and outside each entrance to a machinery
space. (MSC/Circ.911)
.5 Each fire hose shall be of non-perishable material and have a maximum

length approved by the Administration. Fire hoses, together with any
necessary fittings and tools, shall be kept ready for use in conspicuous
positions near the hydrants. All fire hoses in interior locations shall be
connected to the hydrants at all times. One fire hose shall be provided for
each hydrant as required by .4.
Fire hoses should have a length of:

− .1 at least 10 m,
− .2 not more than 15 m in machinery spaces,
− .3 not more than 20 m for other spaces and open decks.
(MSC/Circ.911)
Ships carrying dangerous goods should be provided with 3 additional hoses and 3 additional
nozzles. (MSC/Circ.911)
.6 Each fire hose shall be provided with a nozzle of an approved dual purpose
type (i.e. spray/jet type) incorporating a shutoff.
7.7.6 Protection of deep-fat cooking equipment
Where deep-fat cooking equipment is installed, all such installations shall be fitted with:
.1 an automatic or manual fixed extinguishing system tested to an appropriate

standard acceptable to the Organization*;
* Refer to ISO 15371 - Ships and marine technology – Fire-extinguishing systems for protection of galley deep-fat
cooking equipment – Fire tests.
.2 a primary and back up thermostat with an alarm to alert the operator in the
event of failure of either thermostat;
.3 arrangements for automatically shutting off the electrical power to the

deep-fat cooking equipment upon activation of the extinguishing system;
.4 an alarm for indicating operation of the extinguishing system in the galley

where the equipment is installed; and

.5 controls for manual operation of the extinguishing system which are clearly
labelled for ready use by the crew.
7.8 Protection of special category spaces and ro-ro spaces
7.8.1 Structural protection
These paragraphs should apply also to open vehicle spaces and the boundaries of open
vehicle spaces which are adjacent to other enclosed spaces: see 7.3.1.1 which classifies
such spaces as of major hazard.
7.8.1.1 Boundaries of special category spaces shall be insulated in accordance with tables
7.4-1 and 7.4-2. The standing deck of a special category space or a ro-ro space need only
be insulated on the underside if required.
Vehicle decks located totally within ro-ro spaces may be accepted without structural fire
protection provided these decks are not part of or do not provide support to the craft's main
load-carrying structure, and provided satisfactory measures are taken to ensure that the
safety of the craft, including fire-fighting abilities, integrity of fire resisting divisions and
means of evacuation, is not affected by a partial or total collapse of these internal decks.
(MSC/Circ.911)
Proposals to omit insulation from the underside of decks within special category or open
vehicle spaces, or from the outer boundaries of such spaces should be submitted to MCA
Headquarters for consideration.
7.8.1.2 Indicators shall be provided on the navigation bridge which shall indicate when any
door leading to or from the special category space or ro-ro space is closed.
These paragraphs should apply also to open vehicle spaces and the boundaries of open
vehicle spaces that are adjacent to other enclosed spaces: see 7.3.1.1, which classifies such
spaces as of major hazard.
7.8.1.3 Fire doors in boundaries of special category spaces leading to spaces below the
vehicle deck shall be arranged with coamings of a height of at least 100 mm.
7.8.2 Fixed fire-extinguishing system
Each special category space and ro-ro space shall be fitted with an approved fixed pressure
water-spraying system for manual operation which shall protect all parts of any deck and
vehicle platform in such space, provided that the Administration may permit the use of any
other fixed fire-extinguishing system that has been shown by full-scale test in conditions
simulating a flowing petrol fire in the space to be not less effective in controlling fires likely to
occur in such a space.
Refer to IMO resolution A.123(V). Recommendation on fixed fire extinguishing systems for
special category spaces.
The pumps should be capable of maintaining:
− half the total required application rate with any one pump unit out of function, for
category A craft; and.
− the total required application rate with any one pump unit room out of function, for
category B craft.
Fixed fire extinguishing systems should fulfil the following requirements:
− the valve manifold should be provided with a pressure gauge and each of the valves
should be marked;
− instructions for maintenance and operation of the installation should be set up in the
room where the valves are located; and
− the piping system should be provided with a sufficient number of drainage valves.
(MSC/Circ.911)
7.8.3 Patrols and detection
7.8.3.1 A continuous fire patrol shall be maintained in special category spaces and ro-ro
spaces unless a fixed fire detection and fire alarm system, complying with the requirements
of 7.7.1, and a television surveillance system are provided. The fixed fire detection system
shall be capable of rapidly detecting the onset of fire. The spacing and location of detectors
shall be tested taking into account the effects of ventilation and other relevant factors.
The fire detection system, excluding manual call points, may be switched off with a timer
during loading/unloading of vehicles to avoid "false" alarms. (MSC/Circ.911)
The power supply of the television surveillance system for the operating spaces and ro-ro
doors should be supplied in such a way as to ensure that fire damage to one camera does
not affect the signal from the other cameras which are still to be received in the operating
compartment / bridge console. Refer also to 7.7.1 and 2.2.5.2.
7.8.3.2 Manually operated call points shall be provided as necessary throughout the special
category spaces and ro-ro spaces and one shall be placed close to each exit from such
spaces. Manually operated call points shall be spaced so that no part of the space shall be
more than 20 m from a manually operated call point.
7.8.4 Fire-extinguishing equipment
There shall be provided in each special category space and ro-ro space:
.1 at least three water fog applicators;
A water fog applicator may consist of a metal L-shaped pipe, the long limb being
approximately 2 m in length and capable of being fitted to a fire hose, and the short limb
being approximately 250 mm in length and fitted with a fixed water fog nozzle or capable of
being fitted with a water spray nozzle. (MSC/Circ.911)
.2 one portable foam applicator unit consisting of an air foam nozzle of an

inductor type capable of being connected to the fire main by a fire hose,
together with a portable tank containing 20 l of foam-making liquid and one
spare tank. The nozzle shall be capable of producing effective foam suitable
for extinguishing an oil fire of at least 1.5 m3/min. At least two portable foam
applicator units shall be available in the craft for use in such space; and
.3 portable fire extinguishers of approved type and design shall be located so

that no point in the space is more than approximately 15 m walking distance
from an extinguisher, provided that at least one portable extinguisher is
located at each access to such space.
Fire extinguishers in special-category spaces should be suitable for A and B class fires. The
extinguishers should have a capacity of 12 kg dry powder or equivalent.
Refer also to the guidance to paragraph 7.7.4.
7.8.5 Ventilation system
7.8.5.1 There shall be provided an effective power ventilation system for the special
category spaces and ro-ro spaces sufficient to give at least 10 air changes per hour while
navigating and 20 air changes per hour at the quayside during vehicle loading and unloading
operations. The system for such spaces shall be entirely separated from other ventilation
systems and shall be operating at all times when vehicles are in such spaces. Ventilation
ducts serving special category spaces and ro-ro spaces capable of being effectively sealed
shall be separated for each such space. The system shall be capable of being controlled
from a position outside such spaces.
Refer to MSC/Circ.729 - Design guidelines and operational recommendations for ventilation

systems in ro-ro cargo spaces. (MSC/Circ.911)
7.8.5.2 The ventilation shall be such as to prevent air stratification and the formation of air
pockets.
7.8.5.3 Means shall be provided to indicate in the operating compartment any loss or
reduction of the required ventilating capacity.
7.8.5.4 Arrangements shall be provided to permit a rapid shutdown and effective closure of
the ventilation system in case of fire, taking into account the weather and sea conditions.
7.8.5.5 Ventilation ducts, including dampers, shall be made of steel or other equivalent
material. Ducts lying inside the served space may be made of non-combustible or fire-
restricting material.
This paragraph need not be applied to trunking at the terminal ends of a ventilation system
under the conditions specified in SOLAS Chapter II-2 regulation 9.7.1.1.
7.8.6 Scuppers, bilge pumping and drainage
In view of the serious loss of stability which could arise due to large quantities of water
accumulating on the deck or decks consequent to the operation of the fixed pressure
water-spraying system, scuppers shall be fitted so as to ensure that such water is rapidly
discharged directly overboard. Alternatively, pumping and drainage facility shall be provided
additional to the requirements of chapter 10. When it is required to maintain watertight or
weathertight integrity, as appropriate, the scuppers shall be arranged so that they can be
operated from outside the space protected.
If not discharging overboard, scuppers from spaces for the carriage of motor vehicles with
fuel in their tanks for their own propulsion should not be led to machinery or other spaces
where sources of ignition may be present. Electrical equipment fitted in tanks or other
components of such drainage systems, should be suitable for use in explosive petrol/air
mixtures.
Sizing of pumping and drainage arrangements:

Pumping and drainage arrangements should be such as to prevent the accumulation of
water on any such decks.
In respect of scuppers and drainage pumps, the following should be complied with:
(a) when calculating the amount of water the capacity of both the water spraying system
pumps and required number of fire hose nozzles should be taken into account,
(b) the drainage system should have a capacity of not less than 125% of the capacity
specified in (a);
(c) bilge wells should be of sufficient holding capacity and should be arranged at the side
shell of the ship at a distance from each other of not more than 40m in each
watertight compartment.
(MSC/Circ. 911/Add. 1)
Sizing of scuppers and drainage pumps
For the sizing of scuppers and drainage pumps the capacity of both the water spraying
system pumps and the water discharge from the required number of fire hose nozzles
specified in paragraph 7.7.5.4, as applicable, should be taken into account.
(MSC/Circ. 911/Add. 1)
7.8.7 Precautions against ignition of flammable vapours or liquids
7.8.7.1 On any deck or platform, if fitted, on which vehicles are carried and on which
explosive vapours might be expected to accumulate, except platforms with openings of
sufficient size permitting penetration of petrol gases downwards, equipment which may
constitute a source of ignition of flammable vapours and, in particular, electrical equipment
and wiring, shall be installed at least 450 mm above the deck or platform. Electrical
equipment installed at more than 450 mm above the deck or platform shall be of a type so
enclosed and protected as to prevent the escape of sparks. However, if the installation of
electrical equipment and wiring at less than 450 mm above the deck or platform is necessary
for the safe operation of the craft, such electrical equipment and wiring may be installed
provided that it is of a type approved for use in an explosive mixture of petrol and air.
For equipment above a height of 450 mm above the deck:

The degree of protection for electrical equipment required by this section should have an
enclosure having an ingress protection of at least IP 55 as defined in IEC Publication 529 -
Classification of Degree of Protection provided by Enclosures, or by apparatus for use in
zone 2 areas as defined in IEC Publication 60079 - Electrical Apparatus for Explosive Gas
Atmospheres (Temperature Class T3).
For equipment at or below a height of 450 mm above deck:

The electrical equipment referred to in this section should be certified "safe type" and wiring,
if fitted, should be suitable for use in zone 1 areas as defined in IEC Publication 79 -
Electrical Apparatus for Explosive Gas Atmospheres - (Gas Group II A and Temperature
Class T 3). (MSC/Circ.911)
7.8.7.2 Electrical equipment and wiring, if installed in an exhaust ventilation duct, shall be of
a type approved for use in explosive mixtures of petrol and air and the outlet from any

exhaust duct shall be sited in a safe position, having regard to other possible sources of
ignition.
The electrical equipment referred to in these regulations should be certified "safe type" (refer
to publication IEC 60092) and wiring, if fitted, should be suitable for use in zone 1 areas as
defined in IEC Publication 60079 - Electrical Apparatus for Explosive Gas Atmospheres (Gas
Group II A and Temperature Class T 3. (MSC/Circ.911)
Exhaust fans should be of a non-sparking type in accordance with IACS Unified

Requirement F 29, as revised. (MSC/Circ.1102)
7.8.7.3 If pumping and drainage arrangements are provided, it shall be ensured that:
.1 water contaminated with petrol or other flammable substances is not drained

to machinery spaces or other spaces where sources of ignition may be
present; and
.2 electrical equipment fitted in tanks or other components of the drainage

system shall be of a type suitable for use in explosive petrol/air mixtures.
7.8.8 Open ro-ro spaces
7.8.8.1 Open ro-ro spaces shall comply with the requirements set out in 7.8.1.1, 7.8.2, 7.8.3,
7.8.4 and 7.8.6.
Vehicle decks located totally within ro-ro spaces may be accepted without structural fire
protection provided these decks are not part of the vessel's main load-carrying structure and
provided satisfactory measures are taken to ensure that the safety of the craft, including fire
fighting abilities and integrity of fire resisting divisions, are not affected by a partial or total
collapse of these internal decks.
7.8.8.2 For those parts of a ro-ro space which are completely open from above, the
requirements set out in 7.8.2, 7.8.3.1 and 7.8.6 need not be complied with. However, a
continuous fire patrol or a television surveillance system shall be maintained.
7.9 Miscellaneous
7.9.1 There shall be permanently exhibited, for the guidance of the master and officers of
the craft, fire control plans showing clearly for each deck the following positions: the control
stations, the sections of the craft which are enclosed by fire-resisting divisions together with
particulars of the fire alarms, fire detection systems, the sprinkler installations, the fixed and
portable fire-extinguishing appliances, the means of access to the various compartments
and decks in the craft, the ventilating system (including particulars of the master fan controls,
the positions of dampers and identification numbers of the ventilating fans serving each
section of the craft), the location of the international shore connection, if fitted, and the
position of all means of control referred to in 7.5.3, 7.6.2, 7.7.1 and 7.7.3.1. The text of such
plans* shall be in the official language of the flag State. However, if the language is not
English, French or Spanish, a translation into one of those languages shall be included.
* Refer to Graphical symbols for fire control plans, adopted by the Organization by resolution A.654(16)
Note that A.654(16) is revised by A.952(23), and the ISO standard BS ISO 17631 with
Corrigendum 1 - Shipboard plans for fire protection, life-saving appliances and means of
escape is currently under amendment for HSC.
7.9.2 A duplicate set of fire control plans or a booklet containing such plans shall be
permanently stored in a prominently marked weathertight enclosure outside the deckhouse
for the assistance of shore-side fire-fighting personnel.
7.9.3 Openings in fire-resisting divisions
7.9.3.1 Except for any hatches between cargo, special category, ro-ro, store, and baggage
spaces and between such spaces and the weather decks, all openings shall be provided
with permanently attached means of closing which shall be at least as effective for resisting
fires as the divisions in which they are fitted.
7.9.3.2 It shall be possible for each door to be opened and closed from each side of the
bulkhead by one person only.
7.9.3.3 Fire doors bounding areas of major fire hazard and stairway enclosures shall satisfy
the following requirements:
These requirements should also be applied to doors in smoke tight divisions fitted in
compliance with 7.11.1.
.1 The doors shall be self-closing and be capable of closing with an angle of

inclination of up to 3.5° opposing closure. The approximate time of closure
for hinged fire doors shall be no more than 40 s and no less than 10 s from
the beginning of their movement with the craft in the upright position. The
approximate uniform rate of closure for sliding fire doors shall be of no more
than 0.2 m/s and no less than 0.1 m/s with the craft in the upright position.
.2 Remote released sliding or power-operated doors shall be equipped with an

alarm that sounds at least 5 s but no more than 10 s after the door is released
from the continuously manned control station and before the door begins to
move and continue sounding until the door is completely closed. Doors
designed to re-open upon contacting an object in their paths shall re-open no
more than 1 m from the point of contact.
.3 All doors shall be capable of remote release from a continuously manned

central control station, either simultaneously or in groups, and shall be
capable of release also individually from a position at both sides of the door.
Indication shall be provided at the fire door indicator panel in the continuously
manned control station whether each of the remote released doors is closed.
The release mechanism shall be so designed that the door will automatically
close in the event of disruption of the control system or main source of
electrical power. Release switches shall have an on-off function to prevent
automatic resetting of the system. Hold-back hooks not subject to
continuously manned control station release shall be prohibited.
.4 A door closed remotely from the continuously manned control station shall be
capable of being re-opened at both sides of the door by local control. After
such local opening, the door shall automatically close again.
.5 Local power accumulators for power-operated doors shall be provided in the

immediate vicinity of the doors to enable the doors to be operated after

disruption of the control system or main source of electric power at least ten
times (fully opened and closed) using the local controls.
Powered doors should be provided with local control and, in order to ensure continued
operation after disruption of power supply, energy accumulators are also required. The last
such powered operation before depletion of stored energy should be the closing of the door.
Disabling the power supply of any one door should not impair the safe functioning of other
doors.
.6 Disruption at one door of the control system or main source of electric power
shall not impair the safe functioning of the other doors.
.7 Double-leaf doors equipped with a latch necessary to their fire integrity shall
have a latch that is automatically activated by the operation of the doors when
released by the system.
.8 Doors giving direct access to special category spaces which are

power-operated and automatically closed need not be equipped with alarms
and remote-release mechanisms required in .2 and .3.
.9 The components of the local control system shall be accessible for

maintenance and adjusting.
.10 Power operated doors shall be provided with a control system of an approved
type which shall be able to operate in case of fire, this being determined in
accordance with the Fire Test Procedures Code. This system shall satisfy the
following requirements:
.1 the control system shall be able to operate at a temperature of at

least 200°C for at least 60 min, served by the power supply;
.2 the power supply for all other doors not subject to fire shall not
impaired; and
.3 at temperatures exceeding 200°C the control system shall be

automatically isolated from the power supply and shall be capable of
keeping the door closed up to at least 945°C.
7.9.3.4 The requirements for integrity of fire-resisting divisions of the outer boundaries
facing open spaces of a craft shall not apply to glass partitions, windows and sidescuttles.
Similarly, the requirements for integrity of fire-resisting divisions facing open spaces shall not
apply to exterior doors in superstructures and deck-houses.
"Open spaces" as referred to in paragraph 7.9.3.4 of the Code is interpreted as excluding

grouping E in tables 7.4-1 and 7.4-2. (MSC/Circ.911)
7.9.3.5 Doors in smoke-tight divisions shall be self-closing. Doors which are normally kept
open shall close automatically or by remote control from a continuously manned control
station.

7.10 Firefighter's outfits
7.10.1 All craft other than category A passenger craft shall carry at least two firefighter's
outfits complying with the requirements of 7.10.3.
7.10.1.1 In addition, there shall be provided in category B passenger craft for every 80 m, or
part thereof, of the aggregate of the length of all passenger spaces and service spaces on
the deck which carries such spaces or, if there is more than one such deck, on the deck
which has the largest aggregate of such length, two firefighter's outfits and two sets of
personal equipment, each comprising the items stipulated in 7.10.3.1.1 to 7.10.3.1.3.
7.10.1.2 In category B passenger craft, for each pair of breathing apparatus there shall be
provided one water fog applicator, which shall be stored adjacent to such apparatus.
A water fog applicator might consist of a metal L-shaped pipe, the long limb being
approximately 2 m in length and capable of being fitted to a fire hose, and the short limb
being approximately 250 mm in length fitted with a fixed water fog nozzle or capable of being
fitted with a water spray nozzle. (MSC/Circ.911)
7.10.1.3 The Administration may require additional sets of personal equipment and
breathing apparatus, having due regard to the size and type of the craft.
7.10.2 The firefighter's outfits or sets of personal equipment shall be so stored as to be

easily accessible and ready for use and, where more than one firefighter's outfit or more
than one set of personal equipment is carried, they shall be stored in widely separated
positions.
The storage of firefighter's outfits and personal equipment should be permanently and
clearly marked. (MSC/Circ.911)
7.10.3 A firefighter's outfit shall consist of:
.1 Personal equipment comprising:
.1.1 protective clothing of material to protect the skin from the heat
radiating from the fire and from burns and scalding by steam or gases.
The outer surface shall be water-resistant;
Refer to ISO 6942 – Protective clothing - Protection against heat and fire - evaluation of
materials and material assemblies when exposed to source of radiant heat.
(MSC/Circ.911)
Refer to S.I. 1999 No 1957 The Merchant Shipping (Marine Equipment) Regulations 1999 ,
as amended, and the MED, item A.1/3.3 (Appendix A of this document).
.1.2 boots and gloves of rubber or other electrically non-conductive

material;
Refer to IEC 903 - 1988 - Specification for gloves and mitts of insulating material for live
working. (MSC/Circ.911)
SOLAS 1974 Amendments 2000 and the FSS Code no longer refer to rubber gloves and are
not considered to be required by the UK Administration.

.1.3 a rigid helmet providing effective protection against impact;
.1.4 an electric safety lamp (hand lantern) of an approved type with a

minimum burning period of 3 h; and
Electric safety lamps intended to be used in hazardous areas should be of an explosion

proof type. Reference is made to IEC Publication 7979 - Electrical Apparatus for Explosive
Gas Atmospheres (Gas Group II A and Temperature Class T 3). (MSC/Circ.911)
.1.5 an axe.
The handle of the axe should be provided with high-voltage insulation. (MSC/Circ.911)
.2 A breathing apparatus of an approved type which may be either:
.2.1 a smoke helmet or smoke mast, which shall be provided with a

suitable air pump and a length of air hose sufficient to reach from the
open deck, well clear of hatch or doorway, to any part of the holds or
machinery spaces. If, in order to comply with this subparagraph, an
air hose exceeding 36 m in length would be necessary, a
self-contained breathing apparatus shall be substituted or provided in
addition, as determined by the Administration; or
SOLAS 2000 Amendments and the FSS Code Chapter 3 no longer allow this type of
breathing apparatus and they should now only be of a self-contained compressed air
breathing apparatus type.
.2.2 a self-contained compressed-air-operated breathing apparatus, the

volume of air contained in the cylinders of which shall be at least
1,200 l, or other self-contained breathing apparatus, which shall be
capable of functioning for at least 30 min. A number of spare charges,
suitable for use with the apparatus provided, shall be available on
board.
Two spare charges suitable for use with the apparatus should be provided for each required
apparatus. (MSC/Circ.911)
.3 For each breathing apparatus a fireproof lifeline of sufficient length and

strength shall be provided capable of being attached by means of a snaphook
to the harness of the apparatus or to a separate belt in order to prevent the
breathing apparatus becoming detached when the lifeline is operated.
Each breathing apparatus should be provided with a flexible fireproof lifeline approximately
30 m in length. The lifeline should be subjected to a test by static load of 3.5 kN for 5 min.
(MSC/Circ.911)
7.11 Arrangement

7.11.1 For category B craft, the public spaces shall be divided into zones according to the
following:
.1 The craft shall be divided into at least two zones. The mean length of each
zone shall not exceed 40 m.
.2 For the occupants of each zone there shall be an alternative safe area to
which it is possible to escape in case of fire. The alternative safe area shall
be separated from other passenger zones by smoke-tight divisions of
non-combustible materials or fire-restricting materials extending from deck to
deck. The alternative safe area can be another passenger zone. Alternative
safe areas shall be dimensioned on the basis of one person per seat and
0.35 m2 per person of the net remaining area, based on the maximum
number of persons they are called to accommodate in an emergency.
.3 The alternative safe area shall, as far as practicable, be located adjacent to

the passenger zone it is intended to serve. There shall be at least two exits
from each passenger zone, located as far away from each other as possible,
leading to the alternative safe area. Escape routes shall be provided to
enable all passengers and crew to be safely evacuated from the alternative
safe area.
Safe evacuation from the alternative safe area should be completed within the structural fire
protection time for areas of major fire hazard. (MSC/Circ.911)
7.11.2 Category A craft need not be divided into zones.
7.11.3 Control stations, stowage positions of life-saving appliances, escape routes and
places of embarkation into survival craft shall not, as far as practicable, be located adjacent
to any areas of major or moderate fire hazard.
7.12 Ventilation
Each safe zone in the public spaces shall be served by a ventilation system independent of
the ventilation system of any other zone. The ventilation fans of each zone in the public
spaces shall also be capable of being independently controlled from a continuously manned
control station.
7.13.1 Public spaces and service spaces, crew accommodation areas where sleeping
berths are provided, storage rooms other than those containing flammable liquids, and
similar spaces shall be protected by a fixed sprinkler system based on the standards
developed by the Organization*. Manually operated sprinkler systems shall be divided into
sections of appropriate size and the valves for each section, start of sprinkler pump(s) and
alarms shall be capable of being operated from two spaces separated as widely as possible,
one of which shall be a continuously manned control station. In category B craft, no section
of the system shall serve more than one of the zones required in 7.11.
* Refer to the Standards for fixed sprinkler systems for high-speed craft, adopted by the Organization by
resolution MSC.44(65), as may be amended.
A stairway open at one deck should be considered part of the space to which it is open, and
consequently, should be protected by a sprinkler system, if provided. (MSC/Circ.911)
The SOLAS sprinkler system is specified in the FSS Code Chapter 8. The A.800(19)
standard, Revised Guidelines for Approval of Sprinkler Systems Equivalent to that Referred
to in SOLAS Regulation II-2/12, is also reproduced in the FSS Code. These standards are
both acceptable alternatives to MSC.44(65).
In the case where a manual sprinkler system is fitted, special consideration should be given
to the location of the second manually operated switch or break glass station (one being
installed in a continuously manned control station). This second switch should be located in
a position such that it is readily accessible to crew members but protected from inadvertent
actuation by passengers. (MSC/Circ 912)
Hydro-pneumatic tanks need not be provided for manual sprinkler systems.

(MSC/Circ 912)
7.13.2 Plans of the system shall be displayed at each operating station. Suitable
arrangements shall be made for the drainage of water discharged when the system is
activated.
7.13.3 Category A craft need not comply with the requirements of 7.13.1 and 7.13.2
providing that:
- smoking is not permitted;
- sales shops, galleys, service spaces, ro-ro spaces and cargo spaces are not
fitted;
- the maximum number of passengers carried does not exceed 200; and
- the voyage duration at operational speed from departure port to destination

when fully laden does not exceed 2 h.
This new provision has been incorporated since the 1994 Code to remove the weight impact
of sprinkler systems on craft where the fire risk is considered to be modest.

7.14 Control stations
Control stations, life-saving appliances stowage positions, escape routes and places of
embarkation into survival craft shall be located adjacent to crew accommodation areas.
7.15 Cargo spaces
Cargo spaces, except open deck areas or refrigerated holds, shall be provided with an
approved automatic smoke-detection system complying with 7.7.1 to indicate at the control
station the location of outbreak of a fire in all normal operating conditions of the installations
and shall be protected by an approved fixed quick-acting fire-extinguishing system
complying with 7.7.3.2 operable from the control station.

7.16.1 Crew accommodation where sleeping berths are provided, having a total deck area
greater than 50 m2 (including corridors serving such accommodation), shall be protected by
a fixed sprinkler system based on the standards developed by the Organization*.
* Refer to the Standards for fixed sprinkler systems for high-speed craft, adopted by the Organization by
resolution MSC.44(65), as may be amended.
In the case where a manual sprinkler system is fitted, special consideration should be given
to the location of the second manually operated switch or break glass station (one being
installed in a continuously manned control station). This second switch should be located in
a position such that it is readily accessible to crew members but protected from inadvertent
actuation by passengers. (MSC/Circ 912)
Hydro-pneumatic tanks need not be provided for manual sprinkler systems. (MSC/Circ 912)
7.16.2 Plans of the system shall be displayed at each operating station. Suitable
arrangements shall be made for the drainage of water discharged when the system is
activated.

PART D - REQUIREMENTS FOR CRAFT AND
CARGO SPACES INTENDED FOR THE
CARRIAGE OF DANGEROUS GOODS*
* Refer to the International Maritime Dangerous Goods Code (IMDG Code), adopted by the Organization by
resolution A.716(17), as amended, and the Code of Safe Practice for Solid Bulk Cargoes, adopted by resolution
A.434(XI), as amended.
This section is a complete new addition since the 1994 Code.
7.17 General
7.17.1 In addition to complying with the requirements of 7.15 for cargo craft and with the
requirements of 7.8 for both passenger and cargo craft as appropriate, craft types and cargo
spaces referred to in 7.17.2 intended for the carriage of dangerous goods shall comply with
the requirements of this paragraph, as appropriate, except when carrying dangerous goods
in limited quantities†, unless such requirements have already been met by compliance with
the requirements elsewhere in this chapter. The types of craft and modes of carriage of
dangerous goods are referred to in 7.17.2 and in table 7.17-1, where the numbers appearing
in 7.17.2 are referred to in the top line. Cargo craft of less than 500 gross tonnage
constructed on or after 1 July 2002 shall comply with this paragraph, but the Administration
of the State whose flag the craft is entitled to fly may, in consultation with the port State,
reduce the requirements and such reduced requirements shall be recorded in the document
of compliance referred to in 7.17.4.
†
Refer to chapter 3.4 of the International Maritime Dangerous Goods Code (IMDG Code) for the provisions on
the carriage of “limited quantities”.
References to the IMDG Code, General Introduction

Refer to section 17 of the International Maritime Dangerous Goods Code (IMDG Code) for
operational measures in association with the requirements of this regulation.
7.17.2 Application of tables 7.17-1 and 7.17-2
The following craft types and cargo spaces shall govern the application of tables 7.17-1
and 7.17-2:
.1 craft and cargo spaces not specifically designed for the carriage of freight
containers but intended for the carriage of dangerous goods in packaged form
including goods in freight containers and portable tanks;
.2 purpose-built container craft and cargo spaces intended for the carriage of
dangerous goods in freight containers and portable tanks;
A purpose built container space is a cargo space fitted with cell guides for stowage securing
of containers.
.3 craft and ro-ro spaces intended for the carriage of dangerous goods; and
Ro-ro cargo spaces include special category spaces and vehicle deck spaces.

.4 craft and cargo spaces intended for the carriage of solid dangerous goods in
bulk.
7.17.3 Requirements
Unless otherwise specified, the following requirements shall govern the application of
tables 7.17-1, 7.17-2 and 7.17-3 to both "on deck" and "under deck" stowage of dangerous
goods. The numbers of the following sub-sections are indicated in the first column of the
above-mentioned tables.
For the purpose of this section, “on deck” shall be taken to mean spaces on the weather
deck.

Table 7.17-1
Application of the requirements of 7.17.3 to different modes of carriage of dangerous goods in craft and cargo spaces
7.17.2.1 7.17.2.2 7.17.2.3 7.17.2.4

Section 7.17.2
Weather decks Not specifically Container Ro-ro spaces Open
(7.17.2.1 to designed cargo ro-ro Solid dangerous
7.17.2.4 spaces spaces goods in bulk
Section 7.17.3 inclusive)
7.17.3.1.1 x x x x x
7.17.3.1.2 x x x x x For application of requirements of Part D to
7.17.3.1.3 - x x x x different classes of dangerous goods, see
7.17.3.1.4 - x x x x table 7.17-2
7.17.3.2 - x x x x
7.17.3.3 - x x x -
7.17.3.4.1 - x x1 x -
7.17.3.4.2 - x x1 x -
7.17.3.5 - x x x -
7.17.3.6.1 x x x x x
7.17.3.6.2 x x x x x
7.17.3.7 x x - - x
7.17.3.8.1 - x x x -
7.17.3.8.2 - - - x2 x
7.17.3.9 - - - x x
7.17.3.10 x - - x x
NOTES:
1
For classes 4 and 5.1 not applicable to closed freight containers.
For classes 2, 3, 6.1 and 8 when carried in closed freight containers the ventilation rate may be reduced to not less than two air changes. For the purpose of this
requirement a portable tank is a closed freight container.
2
Applies only to ro-ro spaces, not capable of being sealed.
x Wherever "x" appears in the table it means that this requirement is applicable to all classes of dangerous goods as given in the appropriate line of table 7.17-3, except as
indicated by the notes.

Table 7.17-2
Application of the requirements of 7.17.3 to different classes of dangerous goods for craft and cargo spaces carrying solid
dangerous goods in bulk
Class
4.1 4.2 4.3 3 5.1 6.1 8 9

Section
7.17.3.1.1 x x - x - - x
7.17.3.1.2 x x - x - - x
7.17.3.2 x x4 x x5 - - x5
7.17.3.4.1 - x4 x - - - -
7.17.3.4.2 x6 x4 x x 4, 6 - - x 4, 6
7.17.3.4.3 x x x x x X x
7.17.3.6 x x x x x X x
NOTES:
3
The hazards of substances in this Class which may be carried in bulk are such that special consideration must be given by the Administration to the construction and
equipment of the craft involved in addition to meeting the requirements enumerated in this table.
4
Only applicable to Seedcake containing solvent extractions, to Ammonium nitrate and to Ammonium nitrate fertilizers.
5
Only applicable to Ammonium nitrate and to Ammonium nitrate fertilizers. However, a degree of protection in accordance with standards contained in the "International
Electrotechnical Commission, publication 79 - Electrical Apparatus for Explosive Gas Atmospheres", is sufficient.
6
Only suitable wire mesh guards are required.
The terminology “solid dangerous goods in bulk” covers only those cargoes listed in Appendix B of the Bulk Cargo Code except cargoes of Materials
Hazardous in Bulk. Other solid dangerous goods in bulk may only be permitted subject to acceptance by the Administrations involved.
The term “Class” refers to the classification of dangerous goods as specified in the IMDG Code.

Table 7.17-3
Application of the requirements of section 7.17.3 to different classes of dangerous goods except solid dangerous goods in bulk
Class
1.1- 1.4S 2.1 2.2 2.3 3.1 3.3 4.1 4.2 4.3 5.19 5.2 6.1 6.1 6.1 6.1 8 8 8 8 9
8
1.6 3.2 liquids liquids liquids liquids solids liquids liquids liquids solids
1
Section liquids >23°C ≤ 23°C11 >23°C
11
≤ 23°C
11
>23°C11
1
≤ ≤ ≤ 61°C ≤ 61°C
11
23°C 61°C
7.17.3.1.1 x x x x x x x x x x x x x x x x x x x x x
7.17.3.1.2 x x x x x x x x x x x x x x x x x x x x -
7.17.3.1.3 x - - - - - - - - - - - - - - - - - - - -
7.17.3.1.4 x - - - - - - - - - - - - - - - - - - - -
7.17.3.2 x - x - - x - - - - - - - x - - - x - - -
7.17.3.3 x x x x x x x x x x x - x x x x x x x x -
7 7 7 7
7.17.3.4.1 - - x - x x - x x x x - - x x x - x x - x7
7.17.3.4.2 - - x - - x - - - - - - - x x - - x x - -
7.17.3.5 - - - - - x - - - - - - x x x - - x - - -
10
7.17.3.6 - - x x x x x x x x x x x x x x x x x x x
7.17.3.7 - - - - - x x x x x x - - x x - - x x - -
7.17.3.8 x x x x x x x x x x x x x x x x x x x x x
NOTES:
7
When "mechanically-ventilated spaces" are required by the International Maritime Dangerous Goods Code (IMDG Code), as amended.
8
Stow 3 m horizontally away from the machinery space boundaries in all cases.
9
Refer to the International Maritime Dangerous Goods Code.
10
As appropriate to the goods being carried.
11
Refer to flashpoint.
The term “Class” refers to the classification of dangerous goods as specified in the IMDG Code.

7.17.3.1 Water supplies
Water supplies for open-top container cargo spaces in ships:

The water spray system required by paragraphs 9.2, 9.3 and 9.4 of MSC/Circ.608/Rev.1 on
Interim guidelines for open-top containerships, will also satisfy the requirement for
dangerous goods.
The amount of water required for fire-fighting purposes in the largest hold should allow
simultaneous use of the water spray system plus four jets of water from hose nozzles.
(MSC/Circ.608/Rev.1).
7.17.3.1.1 Arrangements shall be made to ensure immediate availability of a supply of water

from the fire main at the required pressure either by permanent pressurization or by suitably
placed remote starting arrangements for the fire pumps.
Amphibious hovercraft that may operate over other surfaces than water should not be
required to have any special arrangements to satisfy this requirement. Only the provision of
fire pumps and sea inlets that are in the water when the craft is operating over water and off
cushion need to be provided.
7.17.3.1.2 The quantity of water delivered shall be capable of supplying four nozzles of a
size and at a pressure as specified in 7.7.5, capable of being trained on any part of the cargo
space when empty. This amount of water may be applied by equivalent means to the
satisfaction of the Administration.
The total required capacity of the water supply should satisfy SOLAS (Amendments 2000)
regulations II-2/19.3.1.2 and 19.3.1.3 (if applicable), simultaneously calculated for the largest
designated cargo space. The capacity requirement for SOLAS (Amendments 2000)
regulation II-2/19.3.1.2 should be met by the total capacity of the main fire pump(s) not
including the capacity of the emergency fire pump, if fitted. If a drencher system is used to
satisfy SOLAS (Amendments 2000) regulation II-2/19.3.1.3, then the drencher pump should
also be taken into account in this total capacity calculation.
7.17.3.1.3 Means of effectively cooling the designated under deck cargo space by copious
quantities of water, either by a fixed arrangement of spraying nozzles, or flooding the space
with water, shall be provided. Hoses may be used for this purpose in small cargo spaces
and in small areas of larger cargo-spaces at the discretion of the Administration. In any
event, the drainage and pumping arrangements shall be such as to prevent the build-up of
free surfaces. If this is not possible, the adverse effect upon stability of the added weight
and free surface of water shall be taken into account.
Size of pumping and drainage arrangements:

Refer to IMO resolution A.123(V).- Recommendation on fixed fire-extinguishing systems for
special category spaces.
With respect to drainage and pumping arrangements, reference is made to the
interpretations of SOLAS Amendments 2000 regulation II-2/20.6.1.4.1.3 and to SOLAS
Regulation II-2.6.1.5 (scupper grids). (MSC/Circ.1102 and MSC84 report)
Refer also to MSC.1/Circ.1234, Drainage of fire-fighting water from closed vehicle and ro ro
spaces and special category spaces for passenger and cargo ships.
7.17.3.1.4 Provision to flood a designated under deck cargo space with suitable specified
media may be substituted for the requirements in 7.17.3.1.3 above.
A high expansion foam system, complying with SOLAS (Amendments 2000) regulation II-
2/10.4.1.1.2, is acceptable except if cargoes react dangerously with water (see the IMDG
Code).
7.17.3.2 Sources of ignition
Electrical equipment and wiring shall not be fitted in enclosed cargo spaces, unless it is
essential for operational purposes. However, if electrical equipment is fitted in such spaces,
it shall be of a certified safe type* for use in the dangerous environments to which it may be
exposed unless it is possible to completely isolate the electrical system (by removal of links
in the system, other than fuses). Cable penetrations of the decks and bulkheads shall be
sealed against the passage of gas or vapour. Through runs of cables and cables within the
cargo spaces shall be protected against damage from impact. Any other equipment which
may constitute a source of ignition of flammable vapour shall not be permitted.
* Refer to IEC publication 92-506 – Electrical installations in ships Part 506: Special features – Ships carrying
specific dangerous goods and materials hazardous only in bulk and IEC 79 - Electrical apparatus for explosive
gas atmospheres.
The IEC numbering has now changed to IEC60092-506.
7.17.3.3 Detection system
Enclosed cargo spaces shall be provided with an approved automatic smoke detection
system complying with 7.7.1 or with a detection system which, in the opinion of the
Administration gives equivalent protection.
7.17.3.4 Ventilation
Ventilation requirements for individual cargoes and open-top container cargo holds:
If adjacent spaces are not separated from cargo spaces by gastight bulkheads or decks,
ventilation requirements should apply as for the cargo space itself, required under SOLAS
(Amendments 2000) regulation II-2/19.3.4.2 and its interpretations. (MSC/Circ.1102)
Requirements for Individual Cargoes

Cargoes liable to give off vapours or gases which can form an explosive mixture with air (see
the BC Code, Appendix B, e.g. IMO Class 4.3 materials): Two separate fans should be
permanently fitted or being of a portable type adapted for being permanently fitted prior to
loading and during voyage. The fans should be either explosion proof or arranged such that
the escaping gas flow is separated from electrical cables and components. The total
ventilation should be at least six air changes per hour, based upon the empty space.
Ventilation should be such that any escaping gases cannot reach living spaces on or under
deck. (MSC/Circ.1102)
Cargoes liable to spontaneous combustion (only applicable to Seed Cake (b) and (c)): Two
separate fans should be permanently fitted or being of a portable type adapted for being
permanently fitted prior to loading and during voyage. The fans should be either explosion
proof or arranged such that the escaping gas flow is separated from electrical cables and
components. The total ventilation should be at least six air changes per hour, based upon
the empty space. Ventilation should be such that any escaping gases cannot reach living
spaces on or under deck (MSC/Circ.1102)

For open-top container ships: Power ventilation should be required only for the lower part of
the cargo hold for which purpose ducting is required. The ventilation capacity should be at
least two air changes per hour based on the empty hold volume below weather deck.
7.17.3.4.1 Adequate power ventilation shall be provided in enclosed spaces. The

arrangement shall be such as to provide for at least six air changes per hour in the cargo
space based on an empty space and for removal of vapours from the upper or lower parts of
the space, as appropriate.
7.17.3.4.2 The fans shall be such as to avoid the possibility of ignition of flammable gas air
mixtures. Suitable wire mesh guards shall be fitted over inlet and outlet ventilation openings.
Exhaust fans should be of non-sparking type in accordance with IACS Requirement F 29, as
revised.
The purpose of "suitable wire mesh guards" is to prevent foreign objects from entering into
the fan casing. The standard wire mesh guards should have a size of 13mm x 13mm.
7.17.3.4.3 Natural ventilation shall be provided in enclosed spaces intended for the carriage
of solid dangerous goods in bulk, where there is no provision for mechanical ventilation.
7.17.3.5 Bilge pumping
Where it is intended to carry flammable or toxic liquids in enclosed spaces, the bilge
pumping system shall be designed to ensure against inadvertent pumping of such liquids
through machinery space piping or pumps. Where large quantities of such liquids are
carried, consideration shall be given to the provision of additional means of draining those
spaces.
Arrangements of bilge drainage systems for cargo spaces:

If the bilge drainage system for cargo spaces is additional to the system served by pumps in
the machinery space, the capacity of the system should be not less than 10 m3/h per cargo
space served. If the additional system is a common system, the capacity need not exceed
25 m3/h. The additional bilge system need not be arranged with redundancy. Whenever
flammable or toxic liquids are carried, the bilge line into the machinery space should be
isolated either by fitting a blank flange or by a closed lockable valve.
If bilge drainage of cargo spaces is arranged by gravity drainage, the drainage should be
either lead directly overboard or to a closed drain tank located outside the machinery
spaces. The tank should be provided with vent pipe to a safe location on the open deck.
Enclosed spaces outside machinery spaces containing bilge pumps serving cargo spaces
intended for carriage of flammable or toxic liquids should be fitted with separate mechanical
ventilation giving at least 6 air changes per hour. Electrical equipment in the space should
comply with the IACS Unified interpretation SC 79. If the space has access from another
enclosed space, the door should be self-closing. Refer to Special features – Ships carrying
dangerous goods and materials hazardous only in bulk (IEC 60092-506).
Drainage from a cargo space into bilge wells in a lower space is only permitted if that space
satisfies the same requirements as the cargo space above.

7.17.3.6 Personnel protection
7.17.3.6.1 Four sets of full protective clothing resistant to chemical attack shall be provided
in addition to the firefighter’s outfits required by 7.10. The protective clothing shall cover all
skin, so that no part of the body is unprotected.
When selecting the protective clothing the danger of the chemicals according to the class
and liquid or gaseous state should be taken into account.
The required protective clothing is for emergency purposes.
For solid bulk cargoes the protective clothing should satisfy the equipment requirements
specified in Appendix E of the BC Code for the individual substances. For packaged goods
the protective clothing should satisfy the equipment requirements specified in emergency
procedures (EmS) of the Supplement to IMDG Code for the individual substances.
7.17.3.6.2 At least two self-contained breathing apparatus additional to those required by

7.10 shall be provided.
Spare charges for the breathing apparatus should be provided as required in SOLAS
(Amendments 2000) regulation II-2/10.10.2.5 and its interpretations.
7.17.3.7 Portable fire extinguishers
Portable fire extinguishers with a total capacity of at least 12 kg of dry powder or equivalent
shall be provided for the cargo spaces. These extinguishers shall be in addition to any
portable fire extinguishers required elsewhere in this chapter.
7.17.3.8 Fixed fire extinguishing system
Reference is made to IMO resolution A.123(V) - Recommendation on fixed fire-extinguishing

systems for special category spaces. (IMO/Circ.1102)
With respect to pumping and drainage arrangement, reference is made to the interpretations
of SOLAS (Amendments 2000) regulations II-2/20.6.1.4 and 20.6.1.4.1.3 . (IMO/Circ.1102)
7.17.3.8.1 Cargo spaces, except for open decks, shall be provided with an approved fixed
fire extinguishing system complying with the provisions of 7.7.3 or with a fire extinguishing
system which, in the opinion of the Administration, gives equivalent protection for the cargo
carried.*
* For cargoes for which a fixed gas fire-extinguishing system is ineffective, refer to the list of cargoes in table 2 of
MSC/Circ.671.
Note that MSC/Circ.671 has been superseded by MSC/Circ.1146.
7.17.3.8.2 Each open ro-ro space having a deck above it and each ro-ro space not capable
of being sealed shall be fitted with an approved fixed pressure water-spraying system for
manual operation which shall protect all parts of any deck and vehicle platform in such
space, except that the Administration may permit the use of any other fixed fire-extinguishing
system that has been shown by full-scale test to be no less effective. In any event the
drainage and pumping arrangements shall be such as to prevent the build-up of free
surfaces. If this is not possible the adverse effect upon stability of the added weight and free
surface of water shall be taken into account to the extent deemed necessary by the
Administration in its approval of the stability information.
Refer to Recommendation on fixed fire-extinguishing systems for special category spaces
(resolution A.123(V)).
Refer to relevant provisions of regulation II-2/20.6.1.4 of the Convention.
7.17.3.9 Separation between ro-ro spaces and open ro-ro spaces
A separation shall be provided between a ro-ro space and an adjacent open ro-ro space.
The separation shall be such as to minimize the passage of dangerous vapours and liquids
between such spaces. Alternatively, such separation need not be provided if both spaces
fully comply with the requirements for ro-ro spaces in Part D.
7.17.3.10 Separation between ro-ro spaces and weather decks
A separation shall be provided between a ro-ro space and the adjacent weather deck. The
separation shall be such as to minimize the passage of dangerous vapours and liquids
between such spaces. Alternatively, a separation need not be provided if the ro-ro space
fully complies with the requirements for ro-ro spaces in Part D. However, a separation is still
required when dangerous goods carried shall be loaded on the weather deck only.
7.17.4 Document of compliance
The Administration shall provide the craft with an appropriate document as evidence of
compliance of construction and equipment with the requirements of this Part D.
Refer to “Standard Format for Document of Compliance . Special requirements for craft
carrying dangerous goods”. in Annex 1, and MSC/Circ.1148 -. Issuing and renewal of
document of compliance with the special requirements applicable to ships carrying
dangerous goods.
The terminology “solid dangerous goods in bulk” covers only those cargoes listed in
Appendix B of the Bulk Cargo Code except cargoes of Materials Hazardous in Bulk. Other
solid dangerous goods in bulk may only be permitted subject to acceptance by the
Administrations involved. (IMO/Circ.1102)
There are no special requirements in the above-mentioned SOLAS regulation II-2/19 for the
carriage of dangerous goods of classes 6.2 and 7, or for the carriage of dangerous goods in
limited quantities, as required in Chapter 3.4 of the IMDG Code. (IMO/Circ.1102)

CHAPTER 8
LIFE-SAVING APPLIANCES AND ARRANGEMENTS
EU Directive on Safety Requirements for Persons with Reduced Mobility on

Domestic Passenger Ships (2003/24/EC)
Directive 2003/24/EC amends 98/18/EC on safety rules and standards for seagoing
domestic passenger ships and requires appropriate measures to be taken for high speed
craft used for public transport (see Regulation 7A of S.I. 2004 No. 302 The Merchant
of Reduced Mobility’ which is Annex III to the Directive 2003/24/EC (see Article 2 (w)) of the
Directive for a definition of persons of reduced mobility). This Directive applies to all high
Vessels on International voyages are recommended to follow the IMO's MSC/Circ.735 (see
MGN 31) which is elaborated by the Disabled Persons Transport Advisory Committee
(DPTAC) publication "The design of large passenger ships and passenger infrastructure:
Guidance on meeting the needs of disabled people". This is available online at
www.dptac.gov.uk.
Introduction
The layout of this chapter does not facilitate an overall appreciation of the philosophy of life-
saving arrangements on high-speed craft. The following notes are intended to assist in this
respect.
A primary aspect of the Code is that because of the general requirements contained in 1.2,
greater reliance may safely be placed on rapid evacuation and rescue than is so for
Convention ships, for which it is a last resort. Category B craft, having superior safety
features, are less immediately reliant on evacuation and rescue than category A craft.
Thus evacuation is required to be achieved in a specified time (which is related to the

structural fire protection time), and this is usually achieved using inflatable survival craft, and
(on all except the smallest craft where the freeboard is too small to be practicable) some
form of marine evacuation system (MES).
Requirements in respect of survival craft capacity, stowage and embarkation are given in
sections 8.10, 8.6 and 8.7 of this chapter respectively.

Requirements for the evacuation analysis and demonstration are given in 4.8 of this Code.
Rescue boat(s) are required for all except the smallest high-speed craft, for man-overboard
recovery and the marshalling of loaded survival craft (see 8.10.1).
Throughout this chapter, the term “rescue boat” should be construed as rescue/fast rescue
boat.
The term “assembly station” is defined in 1.4.4 of the Code.
8.1 General and definitions
Throughout this section, reference should be made to the International Life Saving Appliance
Code and the Revised recommendation on testing of life-saving appliances, adopted by the
Organization by resolution MSC.81(70) as amended by MSC.226(82) effective on 1 July
2008, and the MCA LSA Instructions to Surveyors.
8.1.1 Life-saving appliances and arrangements shall enable abandonment of the craft in
accordance with the requirements of 4.7 and 4.8.
8.1.2 Except where otherwise provided in this Code, the life-saving appliances and
arrangements required by this chapter shall meet the detailed specifications set out in
chapter III of the Convention and the LSA Code and be approved by the Administration.
8.1.3 Before giving approval to life-saving appliances and arrangements, the

Administration shall ensure that such life-saving appliances and arrangements:
.1 are tested# to confirm that they comply with the requirements of this chapter,
in accordance with the recommendations of the Organization*; or
.2 have successfully undergone, to the satisfaction of the Administration, tests

which are substantially equivalent to those specified in those
recommendations.
* Refer to the Revised recommendation on testing of life-saving appliances, adopted by the Organization by
resolution MSC.81(70).
Note: Resolution MSC.81(70) is amended by MSC.226(82) effective on 1 July 2008.

#
Sea trials are only required on the first of a series of craft that are substantially identical.
Refer also to guidelines on “Factors to be Considered in Determining Craft Operating
Limitations” to be developed by the Organization.
Also refer to MSC/Circ.980 standardized life-saving appliance evaluation and test report
forms and the MCA LSA Instructions to Surveyors.
8.1.4 Before giving approval to novel life-saving appliances or arrangements, the

Administration shall ensure that such appliances or arrangements:
.1 provide safety standards at least equivalent to the requirements of this

chapter and have been evaluated and tested in accordance with the
recommendations of the Organization†; or

.2 have successfully undergone, to the satisfaction of the Administration,
evaluation and tests which are substantially equivalent to those
recommendations.
†
Refer to the Code of Practice for the Evaluation, Testing and Acceptance of Prototype Novel Life-Saving
Appliances and Arrangements, adopted by the Organization by resolution A.520(13).
8.1.5 Before accepting life-saving appliances and arrangements that have not been
previously approved by the Administration, the Administration shall be satisfied that
life-saving appliances and arrangements comply with the requirements of this chapter.
8.1.6 Except where otherwise provided in this Code, life-saving appliances required by this
chapter for which detailed specifications are not included in the LSA Code shall be to the
8.1.7 The Administration shall require life-saving appliances to be subjected to such

production tests as are necessary to ensure that the life-saving appliances are manufactured
to the same standard as the approved prototype.
8.1.8 Procedures adopted by the Administration for approval shall also include the
conditions whereby approval would continue or would be withdrawn.
8.1.9 The Administration shall determine the period of acceptability of life-saving

appliances which are subject to deterioration with age. Such life-saving appliances shall be
marked with a means for determining their age or the date by which they shall be replaced.
Reference should be made to MSN 1676 (M) and 1677 (M) as follows:
− Schedule 4 – Liferafts
− Schedule 5 – Marine escape systems
− Schedule 7 – Pyrotechnic signals and line-throwing apparatus
− Schedule 8 – Lifebuoys and attachments
− Schedule 9 – Lifejackets and attachments
− Schedule 10 – Immersion suits, anti-exposure suits, thermal protective aids
− Schedule 13 – Survival craft equipment and rations (food, water;first aid kits)
Servicing of inflatable liferafts, inflatable lifejackets, marine evacuation systems and inflated
rescue boats is addressed in 8.9.7.
8.1.10 For the purposes of this chapter, unless expressly provided otherwise:
“Anti-exposure suit” is a protective suit designed for use by rescue boat crews and marine
evacuation system parties per resolution MSC.81(70) as amended by MSC.226(82) effective
on 1 July 2008.
.1 "Detection" is the determination of the location of survivors or survival craft.
Detection devices should be tested in accordance with IMO Resolution A.520(13), IMO
Resolution A.689(17) as amended by MSC.54(66) adopted on 30 May 1996, MSC.81(70)
adopted 11 December 1998 and as amended by MSC.226(82) effective on 1 July 2008;
MSC/Circ.’s 596, 615 and 809,and MCA LSA Instructions to Surveyors..

Refer to Servicing of Inflatable Liferafts, Inflatable Boats, Rescue Boats, Fast Rescue Boats,
Inflatable Lifejackets and Hydrostatic Release Units (MGN 362(M+F)) or subsequent
updating notice.
.2 "Embarkation ladder" is the ladder provided at survival craft embarkation

stations to permit safe access to survival craft after launching.
.3 "Embarkation station" is the place from which a survival craft is boarded. An

embarkation station may also serve as an assembly station, provided there is
sufficient room, and the assembly station activities can safely take place
there.
.4 "Float-free launching" is that method of launching a survival craft whereby the

craft is automatically released from a sinking craft and is ready for use.
Refer to MGN 104 (M+F) stowage and float free arrangements for inflatable liferafts
superseded on 10 April 2008 by MGN 343 Hydrostatic Release Units (HRU) - Stowage and
Float Free Arrangements for Inflatable Liferafts..
.5 "Free-fall launching" is that method of launching a survival craft whereby the

craft with its complement of persons and equipment on board is released and
allowed to fall into the sea without any restraining apparatus.
.6 "Immersion suit" is a protective suit which reduces the body heat-loss of a

person wearing it in cold water.
.7 "Inflatable appliance" is an appliance which depends upon non-rigid, gas-filled

chambers for buoyancy and which is normally kept uninflated until ready for
use.
.8 "Inflated appliance" is an appliance which depends upon non-rigid, gas-filled

chambers for buoyancy and which is normally kept inflated and ready for use
at all times.
.9 "Launching appliance or arrangement" is a means of transferring a survival

craft or rescue boat from its stowed position safely to the water.
.10 "Marine evacuation system (MES)" is an appliance designed to rapidly

transfer a large number of persons from an embarkation station by means of
a passage to a floating platform for subsequent embarkation into associated
survival craft or directly into associated survival craft*.
* This definition does not include an appliance or device fitted to the craft (e.g. mini-slide
fitted as an alternative to survival craft embarkation arrangements accepted under 8.7.5) the
deployment of which is not taken into account in determining the evacuation time in
accordance with 4.8.
Mini-slides should be subject to the requirements for MES’s unless they are used as an
alternative means of embarkation to survival craft arrangements that are both covered by
8.7.5 and have been demonstrated to meet the required evacuation time. The definition of
MES does not therefore include a device fitted to the craft (eg. mini slide) which need not be
deployed in order to meet the requirements of 4.8. (MSC/Circ.1102)

.11 "Novel life-saving appliance or arrangement" is a life-saving appliance or
arrangement which embodies new features not fully covered by the provisions
of this chapter but which provides an equal or higher standard of safety.
.12 "Rescue boat" is a boat designed to assist and rescue persons in distress and
to marshal survival craft.
Most HSC are required to have a rescue boat, however a fast rescue boat can be fitted in
place of the rescue boat.
Rescue boat shall not be less than 3.8m and not more than 8.5m in length. Refer to
MSN 1676 (M), schedule 2, parts 7 & 8.
Fast rescue boats shall be not less than 6 metres in length and not more than 8.5 metres
shall be capable of manoeuvring, for at least 4 hours, at a speed of at least 20 knots in calm
water with a suitably qualified crew of 3 persons and at least 8 knots with a full complement
of persons and equipment. Refer to MSN 1676 (M), schedule 2, part 10.
Refer to MGN 78(M+F) Launching Crews for Lifeboats, rescue boats, Class C Boats,
Inflatable Boats and other boats.
.13 "Retrieval" is the safe recovery of survivors.
.14 "Retro-reflective material" is a material which reflects in the opposite direction

a beam of light directed on it.
Such material should be approved in accordance with the Marine Equipment Directive to
IMO Resolution A.658(16). Refer also to MGN 105 (M+F) Use and Fitting of Retro-Reflective
Material on Life-Saving Appliances for positioning.
.15 "Survival craft" is a craft capable of sustaining the lives of persons in distress
from the time of abandoning the craft.
.16 "Thermal protective aid" is a bag or suit of waterproof material with low
thermal conductance.
8.2 Communications
8.2.1 Craft shall be provided with the following radio life-saving appliances:
.1 at least three two-way VHF radiotelephone apparatus shall be provided on

every passenger high-speed craft and on every cargo high-speed craft of 500
gross tonnage and upwards. Such apparatus shall conform to performance
standards not inferior to those adopted by the Organization*;
* Refer to the Recommendation on performance standards for survival craft portable two-way VHF
radiotelephone apparatus, adopted by the organization by resolution A.809(19).
Note: Res A.809(19) Annex 1 was revised by MSC.149(77) effective from 1 July 2005. Refer
also to A.694(17) and A.762(18).
.2 at least one radar transponder shall be carried on each side of every

passenger high-speed craft and of every cargo high-speed craft of 500 gross
tonnage and upwards. Such radar transponders shall conform to performance
standards not inferior to those adopted by the Organization†. The radar
transponders shall be stowed in such locations that they can be rapidly
placed in any one of the liferafts. Alternatively, one radar transponder shall be
stowed in each survival craft.
†
Refer to the Recommendation on performance standards for survival craft radar transponders for use in search
and rescue operations, adopted by the organization by resolution A.802(19).
Note: Res. A.802(19) is amended by MSC.247(83) effective from 1 January 2010.
The following new text for 8.2.1.2 and footnote is expected to enter into force on
1 January 2010:
.2 at least one search and rescue locating device shall be carried on each side
of every passenger high-speed craft and every cargo high-speed craft of 500
gross tonnage and upwards. Such search and rescue locating device shall
conform to the applicable performance standards not inferior to those adopted
by the Organization*. The search and rescue locating device shall be stowed
in such locations that they can be rapidly placed in any one of the liferafts.
Alternatively, one search and rescue locating device shall be stowed in each
survival craft.
* Refer to the Recommendation on performance standards for survival craft radar transponders for use in search
and rescue operations, adopted by the Organization by resolution MSC.247(83) (A.802(19), as amended) and
the Recommendation on performance standards for survival craft AIS Search and Rescue transmitter (AIS
SART), adopted by the Organization by resolution MSC.246(83).
(Res MSC.260(84))
This amendment will not apply to existing craft until a radar transponder is replaced, at which
time it may either be replaced with a new radar transponder or an AIS SART. New craft may
be fitted with either type of device.
8.2.2 Craft shall be provided with the following on-board communications and alarm
systems:
.1 an emergency means comprising either fixed or portable equipment or both

for two-way communications between emergency control stations, assembly
and embarkation stations and strategic positions on board;
.2 a general emergency alarm system complying with the requirements of

paragraph 7.2.1 of the LSA Code to be used for summoning passengers and
crew to assembly stations and to initiate the actions included in the muster
list. The system shall be supplemented by a public address system
complying with the requirements of paragraph 7.2.2 of the LSA Code, or by
other suitable means of communication. The systems shall be operable from
the operating compartment.
8.2.3 Signalling equipment
8.2.3.1 All craft shall be provided with a portable daylight signalling lamp which is available
for use in the operating compartment at all times and which is not dependent on the craft's
main source of electrical power.
8.2.3.2 Craft shall be provided with not less than 12 rocket parachute flares, complying with
the requirements of paragraph 3.1 of the LSA Code, stowed in or near the operating
compartment.

Refer to the Revised recommendation on testing of life-saving appliances, adopted by the
8.3 Personal life-saving appliances
8.3.1 Where passengers or crew have access to exposed decks under normal operating
conditions, at least one lifebuoy on each side of the craft capable of quick release from the
control compartment and from a position at or near where it is stowed, shall be provided with
a self-igniting light and a self-activating smoke signal. The positioning and securing
arrangements of the self-activating smoke signal shall be such that it cannot be released or
activated solely by the accelerations produced by collisions or groundings.
With reference to 2.1.1.7 of the LSA Code, it is recommended that the lifebuoy should not
weigh less than 4.5 kg to ensure that it will release the smoke signal when released
remotely.
8.3.2 At least one lifebuoy shall be provided adjacent to each normal exit from the craft and
on each open deck to which passengers and crew have access, subject to a minimum of two
being installed.
8.3.3 Lifebuoys fitted adjacent to each normal exit from the craft shall be fitted with buoyant
lines of at least 30 m in length.
8.3.4 Not less than half the total number of lifebuoys shall be fitted with self-igniting lights.
However, the lifebuoys provided with self-igniting lights shall not include those provided with
lines in accordance with 8.3.3.
8.3.5 A lifejacket complying with the requirements of paragraph 2.2.1 or 2.2.2 of the LSA
Code be provided for every person on board the craft and, in addition:
.1 a number of lifejackets suitable for children equal to at least 10% of the

number of passengers on board shall be provided or such greater number as
may be required to provide a lifejacket for each child;
.2 every passenger craft shall carry lifejackets for not less than 5% of the total
number of persons on board. These lifejackets shall be stowed in
conspicuous places on deck or at assembly stations;
.3 a sufficient number of lifejackets shall be carried for persons on watch and for
use at remotely located survival craft and rescue boat stations; and
.4 all lifejackets shall be fitted with a light, which complies with the requirements
of paragraph 2.2.3 of the LSA Code.
Lifejackets should be approved by the MCA or one of its Nominated Bodies in accordance
with the Revised recommendation on testing of life-saving appliances, adopted by the
Amendments to the International Life-Saving Appliance (LSA) Code, that will become
mandatory on the 1 January 2010 can be found in the Annex to MGN 329 Lifejackets " Infant
and Oversized Passengers" which provides guidance on the best practice for dealing with

these two extremes of the size scale. Until this date, and for vessels not on international
voyages, it is a matter of good safety management that appropriate personal life saving
appliances are provided for all persons on board.
8.3.6 Lifejackets shall be so placed as to be readily accessible and their positions shall be
clearly indicated.
Refer to Symbols related to life-saving appliances and arrangements, adopted by the

Organization by resolution A.760(18), as amended by resolution MSC.82(70) adopted on 11
December 1998.
The symbols given in MSN 1676 (M) schedule 16 may be used.
8.3.7 An immersion suit*, of an appropriate size, complying with the requirements of

paragraph 2.3 of the LSA Code shall be provided for every person assigned to crew the
rescue boat.
* An anti-exposure suit is also acceptable.

8.3.8 An immersion suit or anti-exposure suit shall be provided for each member of the
crew assigned, in the muster list, to duties in an MES party for embarking passengers into
survival craft. These immersion suits or anti-exposure suits need not be required if the craft
is constantly engaged on voyages in warm climates where, in the opinion of the
Administration, such suits are unnecessary.
Immersion suits and anti-exposure suits need not be carried on a craft which is constantly
engaged on voyages between the parallels of latitude of 20° North and South.
(regulations 8(17) and 10(17) of S.I. 1999 No. 2721 as amended)
Immersion suits and anti-exposure suits required to be carried may be of the insulated or
uninsulated type: provided that immersion suits of the insulated type shall be carried on craft
which make voyages
(a) north of latitude 65°N in the Atlantic Ocean;
(b) north of latitude 55°C in the Pacific Ocean;
(c) south of latitude 50°S; or
(d) east of longitude 10°E in the Kattegat and Baltic Sea between 1st December and 30th
April, both dates inclusive.
(regulation 39 of SI 1999 No. 2721)
Surveyors should pay particular attention to the ”fit” of the immersion suits that are provided
for MES operators. In particular, care should be taken that the full and free movement is
available, that fixed gloves do not prevent operators from handling controls, and that suits
sufficient to provide for the various sizes of crew members are available.

8.4 Muster list, emergency instructions and manuals
8.4.1 Clear instructions to be followed in the event of an emergency shall be provided for
each person on board*.
* Refer to the Guidelines for passenger safety instructions on ro-ro passenger ships. (MSC/Circ.681)
Refer also to MGN 71 (M) Musters, drills, on-board training and instructions, and Decision
Support Systems. This was published on 1 October 1999.
8.4.2 Muster lists complying with the requirements of regulation III/37 of the Convention
shall be exhibited in conspicuous places throughout the craft including the control
compartment, engine-room and crew accommodation spaces.
Attention is drawn to the advice given in MSC/Circ.681 - Guidelines for passenger safety
instructions on ro-ro passenger ships.
Refer also to MGN 71 (M) Musters, drills, on-board training and instructions, and Decision
Support Systems. This was published on 1 October 1999.
8.4.3 Illustrations and instructions in appropriate languages shall be posted in public

spaces and be conspicuously displayed at assembly stations, at other passenger spaces
and near each seat to inform passengers of:
.1 their assembly station;

December 1998.
Refer to the symbols given in MSN 1676 (M) schedule 16.
.2 the essential actions they must take in an emergency; and
.3 the method of donning lifejackets.
8.4.4 Every passenger craft shall have passenger assembly stations:
.1 in the vicinity of, and which provide ready access for all the passengers to,
the embarkation stations unless in the same location; and
.2 which have ample room for the marshalling and instruction of passengers.
8.4.5 A training manual complying with the requirements of 18.2.3 shall be provided in
each crew messroom and recreation room.
8.5 Operating instructions
Poster or signs shall be provided on or in the vicinity of survival craft and their launching
controls and shall:
.1 illustrate the purpose of controls and the procedures for operating the
appliance and give relevant instructions and warnings:

.2 be easily seen under emergency lighting conditions; and
.3 use symbols in accordance with the recommendations of the Organization†.

†
Refer to Symbols related to life-saving appliances and arrangements, adopted by the Organization by resolution
A.760(18), as amended by resolution MSC.82(70).
Refer also to the symbols given in MSN 1676 (M) schedule 16.
8.6 Survival craft stowage
8.6.1 Survival craft shall be securely stowed outside and as close as possible to the
passenger accommodation and embarkation stations. The stowage shall be such that each
survival craft can be safely launched in a simple manner and remain secured to the craft
during and subsequent to the launching procedure. The length of the securing lines and the
arrangements of the bowsing lines shall be such as to maintain the survival craft suitably
positioned for embarkation. The Administration may permit the use of adjustable securing
and/or bowsing lines at exits where more than one survival craft is used. The securing
arrangements for all securing and bowsing lines shall be of sufficient strength to hold the
survival craft in position during the evacuation process.
8.6.2 Survival craft shall be so stowed as to permit release from their securing
arrangements at or near to their stowage position on the craft and from a position at or near
to the operating compartment.
8.6.3 So far as is practicable, survival craft shall be distributed in such a manner that there
is an equal capacity on both sides of the craft.
8.6.4 The launching procedure for inflatable liferafts shall, where practicable, initiate
inflation. Where it is not practicable to provide automatic inflation of liferafts (for example,
when the liferafts are associated with an MES), the arrangement shall be such that the craft
can be evacuated within the time specified in 4.8.1.
8.6.5 Survival craft shall be capable of being launched and then boarded from the
designated embarkation stations in all operational conditions* and also in all conditions of
flooding after receiving damage to the extent prescribed in chapter 2.
* Refer to guidelines on “Factors to be Considered in Determining Craft Operating

Limitations” to be developed by the Organization. If difficulties are encountered with their
application to existing craft, refer to MCA Headquarters.
The intended interpretation of “all operational conditions” does not include all environmental
conditions up to and including Worst Intended Conditions. If all operational conditions is
interpreted as including all environmental conditions up to and including Worst Intended
Conditions, 8.1.3.1 could infer that the Worst Intended Conditions should be restricted to the
sea conditions in which the LSA has been trialled. “All operational conditions” refers only to
the operational conditions laid down in the intact stability and damage stability booklets.
MCA Headquarters should be consulted where the environmental operational conditions
exceed those to which the LSA is tested.
In respect of damaged conditions, the extreme damage case prescribed in 2.13.2 need not
be considered.

8.6.6 Survival craft launching stations shall be in such positions as to ensure safe
launching having particular regard to clearance from the propeller or waterjet and steeply
overhanging portions of the hull.
8.6.7 During preparation and launching, the survival craft and the area of water into which
it is to be launched shall be adequately illuminated by the lighting supplied from the main
and emergency sources of electrical power required by chapter 12.
8.6.8 Means shall be available to prevent any discharge of water on to survival craft when
launched.
8.6.9 Each survival craft shall be stowed:
.1 so that neither the survival craft nor its stowage arrangements will interfere
with the operation of any other survival craft or rescue boat at any other
launching station;
.2 in a state of continuous readiness;
.3 fully equipped; and
.4 as far as practicable, in a secure and sheltered position and protected from

damage by fire and explosion.
8.6.10 Every liferaft shall be stowed with its painter permanently attached to the craft and
with a float free arrangement complying with the requirements of paragraph 4.1.6 of the LSA
Code so that, as far as practicable, the liferaft floats free and, if inflatable, inflates
automatically should the high speed craft sink.
Reference should be made to the Revised recommendation on testing of life-saving

appliances, adopted by the Organization by resolution MSC.81(70) as amended by
MSC.226(82) effective on 1 July 2008, and the MCA LSA Instructions to Surveyors
Refer also to OAN 60 multiple liferaft securing on a single hydrostatic release unit. This was
superseded on 10 April 2008 by MGN 343 (M +F) Hydrostatic Release Units (HRU) -
Stowage and Float Free Arrangements for Inflatable Liferafts.
8.6.11 Rescue boats shall be stowed:
As noted under 8.1.10.12, the term “rescue boat” includes fast rescue boats.
.1 in a state of continuous readiness for launching in not more than 5 min;
.2 in a position suitable for launching and recovery; and
.3 so that neither the rescue boat nor its stowage arrangements will interfere
with the operation of survival craft at any other launching station.
8.6.12 Rescue boats and survival craft shall be secured and fastened to the deck so that
they at least withstand the loads likely to arise due to a defined horizontal collision load for
the actual craft and the vertical design load at the stowage position.
Refer to 4.3 of the Code. Consideration should also be given to the design accelerations in
the transverse and vertical directions, as well as longitudinal.

8.7 Survival craft and rescue boat embarkation and recovery arrangements
8.7.1 Embarkation stations shall be readily accessible from accommodation and work
areas. If the designated assembly stations are other than the passenger spaces, the
assembly stations shall be readily accessible from the passenger spaces, and the
embarkation stations shall be readily accessible from the assembly stations.
8.7.2 Evacuation routes, exits and embarkation points shall comply with the requirements
of 4.7.
8.7.3 Alleyways, stairways and exits giving access to the assembly and embarkation
stations shall be adequately illuminated by lighting supplied from the main and emergency
source of electrical power required by chapter 12.
8.7.4 Where davit-launched survival craft are not fitted, MES or equivalent means of
evacuation* shall be provided in order to avoid persons entering the water to board survival
craft. Such MES or equivalent means of evacuation shall be so designed as to enable
persons to board survival craft in all operational conditions# and also in all conditions of
flooding after receiving damage# to the extent prescribed in chapter 2.
* Equivalent means of evacuation may include mini-slides on smaller high-speed craft.

#
Refer also to guidance under 8.6.5.
Surveyors should ensure that sufficient consideration has been given to the means of
communication between crew on MES floating platforms (or in rafts) and crew members
responsible for directing persons on to the MES sides (or chutes) particularly at night.
Where surveyors consider the emergency lighting conditions may be insufficient to provide
ample illumination to inaccessible components of MES Units they should recommend the
stowage of hand torches at the MES stations. Surveyors should satisfy themselves that
MES operators have sufficient strength and reach to operate emergency controls on MES
Units.
Refer also to MGN 273(M) Operational Issues relating to Marine Evacuation Systems for
information on compatible lifejackets and training issues, issued on 13 September 2004.
8.7.5 Subject to survival craft and rescue boat embarkation arrangements being effective
within the environmental conditions in which the craft is permitted to operate and in all
undamaged and prescribed damage conditions of trim and heel, where the freeboard
between the intended embarkation position and the waterline is not more than 1.5 m, the
Administration may accept a system where persons board liferafts directly.
It should be noted that survival craft and rescue boat embarkation arrangements must
continue to be effective in the damaged conditions prescribed in chapter 2. In this regard, the
damage prescribed in 2.13.2 need not be considered.
For wide beam craft (such as multihulls) this requirement often results in a substantial
variation in freeboard at the embarkation stations according to the damage condition.
In cases where an MES is not suitable, for example on smaller craft, mini escape slides may
be required.

8.7.6 Rescue boat embarkation arrangements shall be such that the rescue boat can be
boarded and launched directly from the stowed position and recovered rapidly when loaded
with its full complement of persons and equipment.
But see also to 8.7.9 below.
8.7.7 Launching systems for rescue boats on category B craft may be based on power
supply from the craft's power supply under the following conditions:
.1 the davit or crane shall be supplied with power from 2 sources in each
independent engine room;
.2 the davit or crane shall comply with the required launching, lowering and
hoisting speeds when using only one power source; and
.3 the davit or crane is not required to be activated from a position within the
rescue boat.
8.7.8 On multihull craft with a small HL1 angle of heel and trim, the design angles in
paragraph 6.1 of the LSA Code may be changed from 20º/10º to the maximum angles
calculated in accordance with annex 7, including heeling lever HL2, HTL, HL3 or HL4.
8.7.9 Rescue boat davits or cranes may be designed for launching and recovering the boat
with 3 persons only on the condition that an additional boarding arrangement is available on
each side complying with 8.7.5.
8.7.10 A safety knife shall be provided at each MES embarkation station.
8.8 Line-throwing appliance
A line-throwing appliance complying with the requirements of paragraph 7.1 of the LSA Code
shall be provided.

8.9 Operational readiness, maintenance and inspections
8.9.1 Operational readiness
Before the craft leaves port and at all times during the voyage, all life-saving appliances shall
be in working order and ready for immediate use.
8.9.2 Maintenance
8.9.2.1 Instructions for on-board maintenance of life-saving appliances complying with the
requirements of regulation III/36 of the Convention shall be provided and maintenance shall
be carried out accordingly.

Organization by resolution MSC.81(70) amended by MSC.226(82) effective on 1 July 2008,
and the MCA LSA Instructions to Surveyors .

8.9.2.2 The Administration may accept, in lieu of the instructions required by 8.9.2.1, a
shipboard planned maintenance programme which includes the requirements of regulation
III/36 of the Convention.
8.9.3 Maintenance of falls
According to the latest SOLAS Chapter III regulation 21.11.1 amendments (MSC/78/826/Add
.1) the requirements below should be followed (updated to account for the HSC Code):
Periodic servicing of launching appliances and on load release gear.
Launching appliances shall be:

.1 maintained in accordance with instructions for on-board maintenance as required by
8.9.2.1 (ISM item);
.2 subject to a thorough examination at the annual surveys required by 1.5, as applicable;
and
.3 upon completion of the examination referred to in .2 subjected to a dynamic test of the
winch brake at maximum lowering speed. The load to be applied shall be the mass of
the survival craft without persons on board, except that, at intervals not exceeding five
years, the test shall be carried out with a proof load of 1.1 times the maximum working
load of the winch.
Refer to the Guidelines for periodic servicing and maintenance of lifeboats, launching
appliances and on-load release gear (MSC/Circ.1093)
8.9.3.1 Falls used in launching shall be turned end for end at intervals of not more than
30 months and be renewed when necessary due to deterioration of the falls or at intervals of
not more than five years, whichever is the earlier.
8.9.3.2 The Administration may accept in lieu of "end for ending" required in 8.9.3.1,
periodic inspection of the falls and their renewal whenever necessary due to deterioration or
at intervals of not more than four years, whichever is the earlier.
8.9.4 Spares and repair equipment
Spares and repair equipment shall be provided for life-saving appliances and their
components which are subject to excessive wear or consumption and need to be replaced
regularly.
8.9.5 Weekly inspection
The following tests and inspections shall be carried out weekly:
.1 all survival craft, rescue boats and launching appliances shall be visually
inspected to ensure that they are ready for use;
.2 all engines in rescue boats shall be run ahead and astern for a total period of
not less than 3 min provided the ambient temperature is above the minimum
temperature required for starting and running the engine. During this period
of time, it should be demonstrated that the gearbox and gearbox train are
engaging satisfactorily. If the special characteristics of an outboard motor
fitted to a rescue boat would not allow it to be run other than with its propeller
submerged for a period of 3 min, it should be run for such period as
prescribed in the manufacturer's handbook; and
.3 the general emergency alarm system shall be tested.
8.9.6 Monthly inspections
Inspection of the life-saving appliances, including survival craft equipment shall be carried
out monthly using the checklist required by regulation III/36.1 of the Convention to ensure
that they are complete and in good order. A report of the inspection shall be entered in the
log-book.
8.9.7 Servicing of inflatable liferafts, inflatable lifejackets, marine evacuation systems and
inflated rescue boats
Every inflatable liferaft, inflatable lifejacket and MES shall be serviced:
.1 at intervals not exceeding 12 months, provided where in any case this is

impracticable, the Administration may extend this period by one month;
Application to be made to MCA Headquarters (SOLAS extension for conventional vessels

can be up to 5 months).
For information on the exceptions to this requirement for open reversible liferaft see
Servicing of Inflatable Liferafts, Inflatable Boats, Rescue Boats, Fast Rescue Boats,
Inflatable Lifejackets and Hydrostatic Release Units, MGN 362 (M+F) or subsequent
updating notice. This is not applicable to HSC, including HSC on domestic seagoing or
categorized waters voyages.
.2 at an approved servicing station which is competent to service them,

maintains proper servicing facilities and uses only properly trained
personnel*.
* Refer to Recommendation on conditions for the approval of servicing stations for inflatable liferafts, adopted by
the Organization by resolution A.761(18), as amended by resolution MSC.55(66).
All service stations are approved by the MCA and listed in Servicing of Inflatable Liferafts,
Inflatable Boats, Rescue Boats, Fast Rescue Boats, Inflatable Lifejackets and Hydrostatic
Release Units MGN 362 (M+F) or subsequent updating notice.
8.9.8 Rotational deployment of marine evacuation systems
In addition to, or in conjunction with, the servicing intervals of marine evacuation systems
required by 8.9.7, each marine evacuation system shall be deployed from the craft on a
rotational basis at intervals to be agreed by the Administration provided that each system is
to be deployed at least once every six years.
8.9.9 An Administration which approves new and novel inflatable liferaft arrangements
pursuant to 8.1 may allow for extended service intervals under the following conditions:
.1 The new and novel liferaft arrangement shall maintain the same standard, as
required by testing procedure, throughout the extended service intervals.

.2 The liferaft system shall be checked on board by certified personnel
according to paragraph 8.9.7.
.3 Service at intervals not exceeding five years shall be carried out in

accordance with recommendations of the Organization*.
* Refer to Recommendation on conditions for the approval of servicing stations for inflatable
liferafts, adopted by the Organization by resolution A.761(18), as amended by resolution
MSC.55(66) adopted on 30 May 1996.
Refer to The Merchant Shipping (Marine Equipment) Regulations 1999, S.I. 1999 No 1957,
Regulation 7 on exception for technical innovation.
8.9.10 All repairs and maintenance of inflated rescue boats shall be carried out in
accordance with the manufacturer’s instructions. Emergency repairs may be carried out on
board the craft, however, permanent repairs shall be effected at an approved servicing
station.
8.9.11 An Administration which permits extension of liferaft service intervals in accordance

with 8.9.9 shall notify the Organization of such action in accordance with regulation I/5(b) of
the Convention.
8.9.12 Periodic servicing of hydrostatic release units
Hydrostatic release units shall be serviced:
.1 at intervals not exceeding 12 months, provided where in any case this is

impracticable, the Administration may extend this period by one month;
Application to be made to MCA Headquarters (SOLAS extension for conventional vessels

can be up to 5 months).
.2 at a servicing station which is competent to service them, maintains proper

servicing facilities and uses only properly trained personnel.
8.9.13 Marking of stowage locations
Containers, brackets, racks and other similar stowage locations for life-saving equipment,
shall be marked with symbols in accordance with the recommendations of the Organization*,
indicating the devices stowed in that location for that purpose. If more than one device is
stowed in that location, the number of devices shall also be indicated.

December 1998.
These symbols are given in MSN 1676 (M) schedule 16.
8.9.14 Periodic servicing of launching appliances
Launching appliances:
.1 shall be serviced at recommended intervals in accordance with instructions

for on-board maintenance as required by regulation III/36 of the Convention;
.2 shall be subjected to a thorough examination at intervals not exceeding 5

years; and
.3 shall upon completion of the examination in .2 be subjected to a dynamic test

of the winch brake in accordance with paragraph 6.1.2.5.2 of the LSA Code.
8.10 Survival craft and rescue boats
8.10.1 All craft shall carry:
Rescue boats and fast rescue boats are not considered to be survival craft for this purpose
as they are used for marshalling the liferafts and for man-overboard recovery.
.1 survival craft with sufficient capacity as will accommodate not less than 100%
of the total number of persons the craft is certified to carry, subject to a
minimum of two such survival craft being carried;
.2 in addition, survival craft with sufficient aggregate capacity to accommodate

not less than 10% of the total number of persons the craft is certified to carry;
Where possible, survival craft should be evenly distributed on each side of the craft.
.3 sufficient survival craft to accommodate the total number of persons the craft
is certified to carry, even in the event that all the survival craft to one side of
the craft centreline and within the longitudinal extent of damage defined in
2.6.7.1 are considered lost or rendered unserviceable;
This is a new requirement intended to ensure sufficient LSA in the event of damage at one
location.
In the case of failure of an MES where two or more survival craft are connected, the failure
of this MES must be allowed for when calculating the appropriate number of survival craft to
be fitted.
.4 at least one rescue boat for retrieving persons from the water, but not less
than one such boat on each side when the craft is certified to carry more than
450 passengers;
.5 craft of less than 30 m in length may be exempted from carrying a rescue

boat, provided the craft meets all of the following requirements:

.5.1 the craft is arranged to allow a helpless person to be recovered from
the water;
.5.2 recovery of the helpless person can be observed from the navigation
bridge; and
.5.3 the craft is sufficiently manoeuvrable to close in and recover persons

in the worst intended conditions.
.6 notwithstanding the provisions of .4 and .5 above, craft shall carry sufficient

rescue boats to ensure that, in providing for abandonment by the total number
of persons the craft is certified to carry:
.6.1 not more than nine of the liferafts provided in accordance with 8.10.1.1
are marshalled by each rescue boat; or
.6.2 if the Administration is satisfied that the rescue boats are capable of
towing a pair of such liferafts simultaneously, not more than 12 of the
liferafts provided in accordance with 8.10.1.1 are marshalled by each
rescue boat; and
.6.3 the craft can be evacuated within the time specified in 4.8.
8.10.2 Where the Administration considers it appropriate, in view of the sheltered nature of
the voyages and the suitable climatic conditions of the intended area of operations, the
Administration may permit the use of open reversible inflatable liferafts complying with annex
11 on category A craft as an alternative to liferafts complying with paragraph 4.2 or 4.3 of
the LSA Code.
Reference should be made to the Revised recommendation on testing of life-saving

appliances, adopted by the Organization by resolution MSC.81(70) was amended by
MSC.226(82) effective on 1 July 2008, and the MCA LSA Instructions to Surveyors.
8.11 Helicopter pick-up areas
Craft operating on voyages having a duration of 2 h or more between each port of call shall
be provided with a helicopter pick-up area approved by the Administration having regard to
the recommendations adopted by the Organization*.
* Refer to the International Aeronautical and Maritime Search and Rescue Manual (IAMSAR), adopted by the
Organization by resolution A.894(21), as amended.
MGN 325 Helicopter Assistance at Sea, published in October 2006, covers some operational
aspects.

CHAPTER 9
MACHINERY

electromagnetic disturbance shall meet the requirements of EC Directive 89/336/EEC,
should have an EC mark or CE marking in accordance with EC Directives 2004/108/EC of
15 December 2004, or 93/68/EEC (with Corrigendum dated 30 August 1993), as amended.
requirements of EU Directive 73/23/EEC repealed by 2006/95/EC of 12 December 2006,
MARPOL 73/78 – Annex VI

Diesel engines of more than 130 kW output which are installed in Craft constructed after 1st
January 2000 shall be certificated as complying with the Control of Emission of Nitrogen
Oxides (NOX) requirements as outlined in Marine Guidance Note MGN 142 (M+F), and
MARPOL 73/78 - ANNEX VI: Control of Emission of Nitrogen Oxides (NOx) from Marine
Diesel Engines.
Refer also to S.I. 2008 No. 2924 The Merchant Shipping Prevention of Air Pollution from
Ships Regulations, MSN 1819(M+F) Prevention of Air Pollution from Ships, MGN381(M+F)
Survey and Certification Requirements for The Merchant Shipping (Prevention of Air
Pollution from Ships) Regulations 2008 and MGN386(M+F) - additional guidance.
PART A – GENERAL
9.1 General
9.1.1 The machinery, associated piping systems and fittings relating to main machinery
and auxiliary power units shall be of a design and construction adequate for the service for
which they are intended and shall be so installed and protected as to reduce to a minimum
any danger to persons on board, due regard being paid to moving parts, hot surfaces and
other hazards. The design shall have regard to materials used in construction, the purpose
for which the equipment is intended, the working conditions to which it will be subjected and
the environmental conditions on board.
9.1.2 All surfaces with temperatures exceeding 220°C where impingement of flammable
liquids may occur as a result of a system failure shall be insulated. The insulation shall be
impervious to flammable liquids and vapours.

The insulation provided shall be such that the surface temperature of the insulation covering
is no more than 220°C.
9.1.3 Special consideration shall be given to the reliability of single essential propulsion
components and a separate source of propulsion power sufficient to give the craft a
navigable speed, especially in the case of unconventional arrangements, may be required.
9.1.4 Means shall be provided whereby normal operation of propulsion machinery can be
sustained or restored even though one of the essential auxiliaries becomes inoperative.
Special consideration shall be given to the malfunctioning of:
.1 a generating set which serves as a main source of electrical power;
.2 the fuel oil supply systems for engines;
.3 the sources of lubricating oil pressure;
.4 the sources of water pressure;
.5 an air compressor and receiver for starting or control purposes; and
.6 the hydraulic, pneumatic or electrical means for control in main propulsion

machinery, including controllable-pitch propellers.
However, having regard to overall safety considerations, a partial reduction in propulsion

capability from normal operation may be accepted.
9.1.5 Means shall be provided to ensure that the machinery can be brought into operation
from the dead craft condition without external aid.
For the meaning of “dead craft condition” refer to the Unified interpretation to the 2000 HSC
Code (MSC/Circ.1177).
9.1.6 All parts of machinery, hydraulic, pneumatic and other systems and their associated
fittings which are under internal pressure shall be subjected to appropriate tests including a
pressure test before being put into service for the first time.
9.1.7 Provision shall be made to facilitate cleaning, inspection and maintenance of main
propulsion and auxiliary machinery including boilers and pressure vessels.
9.1.8 The reliability of machinery installed in the craft shall be adequate for its intended
purpose.
9.1.9 The Administration may accept machinery which does not show detailed compliance
with the Code where it has been used satisfactorily in a similar application, provided that it is
satisfied:
.1 that the design, construction, testing, installation and prescribed maintenance

are together adequate for its use in a marine environment; and
.2 that an equivalent level of safety will be achieved.
9.1.10 A failure mode and effect analysis shall include machinery systems and their
associated controls.
The FMEA shall comply with the requirements of Annex 3 and Annex 4. Normally
compliance will be achieved by provision of redundant systems as detailed in 4.5 of Annex 4,

and numerical assessment will not be required. Consideration should be given to the
independence of redundant systems as required by 4.5.2 of Annex 4. It is recommended
that FMEA’s should be forwarded to MCA Headquarters for advice, particularly those which
comply by means of numerical assessment.
9.1.11 Such information as is necessary to ensure that machinery can be installed correctly
regarding such factors as operating conditions and limitations shall be made available by the
manufacturers.
9.1.12 Main propulsion machinery and all auxiliary machinery essential to the propulsion
and the safety of the craft shall, as fitted in the craft, be designed to operate when the craft is
upright and when inclined at any angle of list up to and including 15° either way under static
conditions and 22.5° under dynamic conditions (rolling) either way and simultaneously
inclined by dynamically (pitching) 7.5° by bow or stern. The Administration may permit
deviation from these angles, taking into consideration the type, size and service conditions of
the craft.
Consideration may be given to reduced static angles of inclination, provided these are not
less than the residual inclination angles resulting from the application of the damage
specified in Chapter 2, excluding the extreme damage case of 2.13.2.
Consideration may also be given to reduced dynamic inclinations where it can be shown that
either the craft is large relative to the worst intended operating conditions, or the behaviour
of the specific craft type may merit this, for example amphibious hovercraft or SWATH
catamarans. Model test or full-scale measurements may be used to support such special
consideration.
9.1.13 All boilers, and pressure vessels and associated piping systems shall be of a design
and construction adequate for the purpose intended and shall be so installed and protected
as to minimise danger to persons on board. In particular, attention shall be paid to the
materials used in the construction and the working pressures and temperatures at which the
item will operate and the need to provide an adequate margin of safety over the stresses
normally produced in service. Every boiler, pressure vessel and associated piping systems
shall be fitted with adequate means to prevent over-pressures in service and be subjected to
a hydraulic test before being put into service, and where appropriate at subsequent specified
intervals, to a pressure suitably in excess of the working pressure.
9.1.14 Arrangements shall be provided to ensure that, in the event of failure in any liquid
cooling system, it is rapidly detected and alarmed (visual and audible) and means instituted
to minimise the effects of such failures on machinery serviced by the system.
9.2.1 The engines shall be fitted with adequate safety monitoring and control devices in
respect of speed, temperature, pressure and other operational functions. Control of the
machinery shall be from the craft's operating compartment. Category B craft and cargo craft
shall be provided with additional machinery controls in or close to the machinery space*.
The machinery installation shall be suitable for operation as in an unmanned machinery
space, including automatic fire detection system, bilge alarm system, remote machinery
instrumentation and alarm system. Where the space is continuously manned, this
requirement may be varied in accordance with the requirements of the Administration.
* Refer to part E of chapter II-1 of the Convention for “additional requirements for periodically unattended
machinery spaces”.
“Operating compartment” is defined in section 1.4.42.

9.2.2 The engines shall be protected against overspeed, loss of lubricating oil pressure,
loss of cooling medium, high temperature, malfunction of moving parts and overload. Safety
devices shall not cause complete engine shutdown without prior warning, except in cases
where there is a risk of complete breakdown or explosion. Such safety devices shall be
capable of being tested.
9.2.3 At least two independent means of stopping the engines quickly from the operating
compartment under any operating conditions shall be available. Duplication of the actuator
fitted to the engine shall not be required.
9.2.4 The major components of the engine shall have adequate strength to withstand the
thermal and dynamic conditions of normal operation. The engine shall not be damaged by a
limited operation at a speed or at temperatures exceeding the normal values but within the
range of the protective devices.
9.2.5 The design of the engine shall be such as to minimise the risk of fire or explosion and
to enable compliance with the fire precaution requirements of chapter 7.
9.2.6 Provision shall be made to drain all excess fuel and oil to a safe position so as to
avoid a fire hazard.
9.2.7 Provision shall be made to ensure that, whenever practical, the failure of systems
driven by the engine shall not unduly affect the integrity of the major components.
9.2.8 The ventilation arrangements in the machinery spaces shall be adequate under all
envisaged operating conditions. Where appropriate, arrangements shall ensure that
enclosed engine compartments are forcibly ventilated to the atmosphere before the engine
can be started.
9.2.9 Any engines shall be so installed as to avoid excessive vibration within the craft.
9.3 Gas turbines
9.3.1 Gas turbines shall be designed to operate in the marine environment and shall be
free from surge or dangerous instability throughout its operating range up to the maximum
steady speed approved for use. The turbine installation shall be arranged to ensure that the
turbine cannot be continuously operated within any speed range where excessive vibration,
stalling, or surging may be encountered.
A torsional vibration analysis should be conducted for gas turbine driven propulsion systems
in order to determine if there are any speed ranges where vibration may be encountered.
9.3.2 The gas turbines shall be designed and installed such that any reasonably probable
shedding of compressor or turbine blades will not endanger the craft, other machinery,
occupants of the craft or any other persons.
It is not considered a requirement to protect against bursting of the disks to which the
compressor and turbine blades are attached. The energy released during such a burst
cannot practically be contained on a high-speed craft.
9.3.3 Requirements of 9.2.6 shall apply to gas turbines in respect of fuel which might reach
the interior of the jet pipe or exhaust system after a false start or after stopping.
9.3.4 Turbines shall be safeguarded as far as practicable against the possibility of damage
by ingestion of contaminants from the operating environment. Information regarding the

recommended maximum concentration of contamination shall be made available. Provision
shall be made for preventing the accumulation of salt deposits on the compressors and
turbines and, if necessary, for preventing the air intake from icing.
Air intake icing should include consideration of preventing accumulation of ice within the inlet
system that may come loose and enter the engine and also of the inlet filtration system that
may become clogged causing a high inlet depression.
9.3.5 In the event of a failure of a shaft or weak link, the broken end shall not hazard the
occupants of the craft, either directly or by damaging the craft or its systems. Where
necessary, guards may be fitted to achieve compliance with these requirements.
If a flailing guard is fitted calculations should be provided to prove its strength under these
conditions.
9.3.6 Each engine shall be provided with an emergency overspeed shutdown device
connected, where possible, directly to each rotor shaft.
9.3.7 Where an acoustic enclosure is fitted which completely surrounds the gas generator
and the high pressure oil pipes, a fire detection and extinguishing system shall be provided
for the acoustic enclosure.
A fire detection and extinguishing system should also be provided where the enclosure is not
of the acoustic type.
9.3.8 Details of the manufacturers' proposed automatic safety devices to guard against
hazardous conditions arising in the event of malfunction in the turbine installation shall be
provided together with the failure mode and effect analysis.
See Annex 3 and Annex 4 for details of the FMEA.
9.3.9 The manufacturers shall demonstrate the soundness of the casings. Intercoolers and
heat exchangers shall be hydraulically tested on each side separately.
9.4.1 Any main diesel propulsion system shall have satisfactory torsional vibration and
other vibrational characteristics verified by individual and combined torsional and other
vibration analyses for the system and its components from power unit through to propulsor.
9.4.2 All external high-pressure fuel delivery lines between the high-pressure fuel pumps
and fuel nozzles shall be protected with a jacketed tubing system capable of containing fuel
from a high-pressure line failure. The jacketed tubing system shall include a means for
collection of leakages and arrangements shall be provided for an alarm to be given of a fuel
line failure.
This applies for vessels with power outputs of 375 kW or more, operating around the UK, but
not to lifeboats or to diesel fire pumps. For guidance on high pressure fuel pipes and
guidance on vessels with power output <375 kW, domestic passenger vessels on seagoing
voyages and those in categorized waters see the latest MCA internal guidance on Sheathed
Fuel Lines which should, if practicable, be followed in conjunction with IMO Resolutions
MSC.31(63) (effective 1 January 1996 and 1 July 1998) and MSC.201(81) (effective 1
January 2010). Retrospective application is not required.
9.4.3 Engines of a cylinder diameter of 200 mm or a crankcase volume of 0.6 m3 and

above shall be provided with crankcase explosion relief valves of an approved type with

sufficient relief area. The relief valves shall be arranged with means to ensure that
discharge from them is directed so as to minimise the possibility of injury to personnel.
9.4.4 The lubrication system and arrangements shall be efficient at all running speeds, due
consideration being given to the need to maintain suction and avoid the spillage of oil in all
conditions of list and trim and degree of motion of the craft.
9.4.5 Arrangements shall be provided to ensure that visual and audible alarms are
activated in the event of either lubricating oil pressure or lubricating oil level falling below a
safe level, considering the rate of circulation of oil in the engine. Such events shall also
cause automatic reduction of engine speed to a safe level, but automatic shutdown shall
only be activated by conditions leading to a complete breakdown, fire or explosion.
9.4.6 Where diesel engines are arranged to be started, reversed or controlled by

compressed air, the arrangement of the air compressor, air receiver and air starting system
shall be such as to minimise the risk of fire or explosion.
9.5 Transmissions
9.5.1 The transmission shall be of adequate strength and stiffness to enable it to withstand
the most adverse combination of the loads expected in service without exceeding acceptable
stress levels for the material concerned.
Compliance with the requirements of a recognised Classification Society would be deemed

adequate to meet this requirement. Propulsion systems utilizing waterjets may need to take
account of the shock loadings imposed by aeration and emergence of the waterjet. See
Appendix B for listing of recognised organisations.
9.5.2 The design of shafting, bearings and mounts shall be such that hazardous whirling
and excessive vibration could not occur at any speed up to 105% of the shaft speed attained
at the designed overspeed trip setting of the prime mover.
9.5.3 The strength and fabrication of the transmission shall be such that the probability of
hazardous fatigue failure under the action of the repeated loads of variable magnitude
expected in service is extremely remote throughout its operational life. Compliance shall be
demonstrated by suitably conducted tests, and by designing for sufficiently low stress levels,
combined with the use of fatigue resistant materials and suitable detail design. Torsional
vibration or oscillation likely to cause failure may be acceptable if it occurs at transmission
speeds which would not be used in normal craft operation, and it is recorded in the craft
operating manual as a limitation.
Propulsion systems utilizing waterjets may need to take account of the shock loadings
imposed by aeration and emergence of the waterjet, both in terms of fatigue and torsional
vibrations.
9.5.4 Where a clutch is fitted in the transmission, normal engagement of the clutch shall
not cause excessive stresses in the transmission or driven items. Inadvertent operation of
any clutch shall not produce dangerously high stresses in the transmission or driven item.
9.5.5 Provision shall be made such that a failure in any part of the transmission, or of a
driven component, will not cause damage which might hazard the craft or its occupants.
9.5.6 Where failure of lubricating fluid supply or loss of lubricating fluid pressure could lead
to hazardous conditions, provision shall be made to enable such failure to be indicated to the
operating crew in adequate time to enable them as far as practicable to take the appropriate
action before the hazardous condition arises.

9.6.1 The requirements of this section are based on the premise that:
.1 Propulsion arrangements and lift arrangements may be provided by separate

devices, or be integrated into a single propulsion and lift device. Propulsion
devices may be air, or water propellers or water jets and the requirements
apply to all types of craft.
.2 Propulsion devices are those which directly provide the propulsive thrust and
include machinery items and any associated ducts, vanes, scoops and
nozzles, the primary function of which is to contribute to the propulsive thrust.
.3 The lift devices, for the purposes of this section, are those items of machinery
which directly raise the pressure of the air and move it for the primary
purpose of providing lifting force for an air-cushion vehicle.
9.6.2 The propulsion and lift devices shall be of adequate strength and stiffness. The
design data, calculations and trials, where necessary, shall establish the ability of the device
to withstand the loads which can arise during the operations for which the craft is to be
certificated, so that the possibility of catastrophic failure is extremely remote.
9.6.3 The design of propulsion and lift devices shall pay due regard to the effects of
allowable corrosion, electrolytic action between different metals, erosion or cavitation which
may result from operation in environments in which they are subjected to spray, debris, salt,
sand, icing, etc.
9.6.4 The design data and testing of propulsion and lift devices shall pay due regard, as
appropriate, to any pressure which could be developed as a result of a duct blockage, to
steady and cyclic loadings, to loadings due to external forces and to the use of the devices in
manoeuvring and reversing and to the axial location of rotating parts.
Due consideration should also be made for devices that alter the pressure in an ACV
cushion in order to affect craft motion (ride control systems).
9.6.5 Appropriate arrangements shall be made to ensure that:
.1 ingestion of debris or foreign matter is minimised;
.2 the possibility of injury to personnel from shafting or rotating parts is

minimised; and
.3 where necessary, inspection and removal of debris can be carried out safely
in service.

Category B craft shall be provided with at least two independent means of propulsion so that
the failure of one engine or its support systems would not cause the failure of the other
engine or engine systems and with additional machinery controls in or close to the
machinery space.
Category B craft shall be capable of maintaining the essential machinery and control so that,
in the event of a fire or other casualties in any one compartment on board, the craft can
return to a port of refuge under its own power.
Cargo craft shall be capable of maintaining the essential machinery and control in the event
of a fire or other casualties in any one compartment on board. The craft need not be able to
return to a place of refuge under its own power.

CHAPTER 9
MACHINERY

electromagnetic disturbance shall meet the requirements of EC Directive 89/336/EEC,
should have an EC mark or CE marking in accordance with EC Directives 2004/108/EC of

Diesel Engines.
PART A – GENERAL
9.1 General
9.1.1 The machinery, associated piping systems and fittings relating to main machinery
and auxiliary power units shall be of a design and construction adequate for the service for
which they are intended and shall be so installed and protected as to reduce to a minimum
any danger to persons on board, due regard being paid to moving parts, hot surfaces and
other hazards. The design shall have regard to materials used in construction, the purpose
for which the equipment is intended, the working conditions to which it will be subjected and
the environmental conditions on board.
9.1.2 All surfaces with temperatures exceeding 220°C where impingement of flammable
liquids may occur as a result of a system failure shall be insulated. The insulation shall be
impervious to flammable liquids and vapours.

The insulation provided shall be such that the surface temperature of the insulation covering
is no more than 220°C.
9.1.3 Special consideration shall be given to the reliability of single essential propulsion
components and a separate source of propulsion power sufficient to give the craft a
navigable speed, especially in the case of unconventional arrangements, may be required.
9.1.4 Means shall be provided whereby normal operation of propulsion machinery can be
sustained or restored even though one of the essential auxiliaries becomes inoperative.
Special consideration shall be given to the malfunctioning of:
.1 a generating set which serves as a main source of electrical power;
.2 the fuel oil supply systems for engines;
.3 the sources of lubricating oil pressure;
.4 the sources of water pressure;
.5 an air compressor and receiver for starting or control purposes; and
.6 the hydraulic, pneumatic or electrical means for control in main propulsion

machinery, including controllable-pitch propellers.
However, having regard to overall safety considerations, a partial reduction in propulsion

capability from normal operation may be accepted.
9.1.5 Means shall be provided to ensure that the machinery can be brought into operation
from the dead craft condition without external aid.
For the meaning of “dead craft condition” refer to the Unified interpretation to the 2000 HSC
Code (MSC/Circ.1177).
9.1.6 All parts of machinery, hydraulic, pneumatic and other systems and their associated
fittings which are under internal pressure shall be subjected to appropriate tests including a
pressure test before being put into service for the first time.
9.1.7 Provision shall be made to facilitate cleaning, inspection and maintenance of main
propulsion and auxiliary machinery including boilers and pressure vessels.
9.1.8 The reliability of machinery installed in the craft shall be adequate for its intended
purpose.
9.1.9 The Administration may accept machinery which does not show detailed compliance
with the Code where it has been used satisfactorily in a similar application, provided that it is
satisfied:
.1 that the design, construction, testing, installation and prescribed maintenance

are together adequate for its use in a marine environment; and
.2 that an equivalent level of safety will be achieved.
9.1.10 A failure mode and effect analysis shall include machinery systems and their
associated controls.
The FMEA shall comply with the requirements of Annex 3 and Annex 4. Normally
compliance will be achieved by provision of redundant systems as detailed in 4.5 of Annex 4,

and numerical assessment will not be required. Consideration should be given to the
that FMEA’s should be forwarded to MCA Headquarters for advice, particularly those which
9.1.11 Such information as is necessary to ensure that machinery can be installed correctly
regarding such factors as operating conditions and limitations shall be made available by the
manufacturers.
9.1.12 Main propulsion machinery and all auxiliary machinery essential to the propulsion
and the safety of the craft shall, as fitted in the craft, be designed to operate when the craft is
upright and when inclined at any angle of list up to and including 15° either way under static
conditions and 22.5° under dynamic conditions (rolling) either way and simultaneously
inclined by dynamically (pitching) 7.5° by bow or stern. The Administration may permit
deviation from these angles, taking into consideration the type, size and service conditions of
the craft.
Consideration may be given to reduced static angles of inclination, provided these are not
less than the residual inclination angles resulting from the application of the damage
specified in Chapter 2, excluding the extreme damage case of 2.13.2.
Consideration may also be given to reduced dynamic inclinations where it can be shown that
either the craft is large relative to the worst intended operating conditions, or the behaviour
of the specific craft type may merit this, for example amphibious hovercraft or SWATH
catamarans. Model test or full-scale measurements may be used to support such special
consideration.
9.1.13 All boilers, and pressure vessels and associated piping systems shall be of a design
and construction adequate for the purpose intended and shall be so installed and protected
as to minimise danger to persons on board. In particular, attention shall be paid to the
materials used in the construction and the working pressures and temperatures at which the
item will operate and the need to provide an adequate margin of safety over the stresses
normally produced in service. Every boiler, pressure vessel and associated piping systems
shall be fitted with adequate means to prevent over-pressures in service and be subjected to
a hydraulic test before being put into service, and where appropriate at subsequent specified
intervals, to a pressure suitably in excess of the working pressure.
9.1.14 Arrangements shall be provided to ensure that, in the event of failure in any liquid
cooling system, it is rapidly detected and alarmed (visual and audible) and means instituted
to minimise the effects of such failures on machinery serviced by the system.
9.2.1 The engines shall be fitted with adequate safety monitoring and control devices in
respect of speed, temperature, pressure and other operational functions. Control of the
machinery shall be from the craft's operating compartment. Category B craft and cargo craft
shall be provided with additional machinery controls in or close to the machinery space*.
The machinery installation shall be suitable for operation as in an unmanned machinery
space, including automatic fire detection system, bilge alarm system, remote machinery
instrumentation and alarm system. Where the space is continuously manned, this
requirement may be varied in accordance with the requirements of the Administration.
* Refer to part E of chapter II-1 of the Convention for “additional requirements for periodically unattended
machinery spaces”.
“Operating compartment” is defined in section 1.4.42.

9.2.2 The engines shall be protected against overspeed, loss of lubricating oil pressure,
loss of cooling medium, high temperature, malfunction of moving parts and overload. Safety
devices shall not cause complete engine shutdown without prior warning, except in cases
where there is a risk of complete breakdown or explosion. Such safety devices shall be
capable of being tested.
9.2.3 At least two independent means of stopping the engines quickly from the operating
compartment under any operating conditions shall be available. Duplication of the actuator
fitted to the engine shall not be required.
9.2.4 The major components of the engine shall have adequate strength to withstand the
thermal and dynamic conditions of normal operation. The engine shall not be damaged by a
limited operation at a speed or at temperatures exceeding the normal values but within the
range of the protective devices.
9.2.5 The design of the engine shall be such as to minimise the risk of fire or explosion and
to enable compliance with the fire precaution requirements of chapter 7.
9.2.6 Provision shall be made to drain all excess fuel and oil to a safe position so as to
avoid a fire hazard.
9.2.7 Provision shall be made to ensure that, whenever practical, the failure of systems
driven by the engine shall not unduly affect the integrity of the major components.
9.2.8 The ventilation arrangements in the machinery spaces shall be adequate under all
envisaged operating conditions. Where appropriate, arrangements shall ensure that
enclosed engine compartments are forcibly ventilated to the atmosphere before the engine
can be started.
9.2.9 Any engines shall be so installed as to avoid excessive vibration within the craft.
9.3 Gas turbines
9.3.1 Gas turbines shall be designed to operate in the marine environment and shall be
free from surge or dangerous instability throughout its operating range up to the maximum
steady speed approved for use. The turbine installation shall be arranged to ensure that the
turbine cannot be continuously operated within any speed range where excessive vibration,
stalling, or surging may be encountered.
A torsional vibration analysis should be conducted for gas turbine driven propulsion systems
in order to determine if there are any speed ranges where vibration may be encountered.
9.3.2 The gas turbines shall be designed and installed such that any reasonably probable
shedding of compressor or turbine blades will not endanger the craft, other machinery,
occupants of the craft or any other persons.
It is not considered a requirement to protect against bursting of the disks to which the
compressor and turbine blades are attached. The energy released during such a burst
cannot practically be contained on a high-speed craft.
9.3.3 Requirements of 9.2.6 shall apply to gas turbines in respect of fuel which might reach
the interior of the jet pipe or exhaust system after a false start or after stopping.
9.3.4 Turbines shall be safeguarded as far as practicable against the possibility of damage
by ingestion of contaminants from the operating environment. Information regarding the

recommended maximum concentration of contamination shall be made available. Provision
shall be made for preventing the accumulation of salt deposits on the compressors and
turbines and, if necessary, for preventing the air intake from icing.
Air intake icing should include consideration of preventing accumulation of ice within the inlet
system that may come loose and enter the engine and also of the inlet filtration system that
may become clogged causing a high inlet depression.
9.3.5 In the event of a failure of a shaft or weak link, the broken end shall not hazard the
occupants of the craft, either directly or by damaging the craft or its systems. Where
necessary, guards may be fitted to achieve compliance with these requirements.
If a flailing guard is fitted calculations should be provided to prove its strength under these
conditions.
9.3.6 Each engine shall be provided with an emergency overspeed shutdown device
connected, where possible, directly to each rotor shaft.
9.3.7 Where an acoustic enclosure is fitted which completely surrounds the gas generator
and the high pressure oil pipes, a fire detection and extinguishing system shall be provided
for the acoustic enclosure.
A fire detection and extinguishing system should also be provided where the enclosure is not
of the acoustic type.
9.3.8 Details of the manufacturers' proposed automatic safety devices to guard against
hazardous conditions arising in the event of malfunction in the turbine installation shall be
provided together with the failure mode and effect analysis.
See Annex 3 and Annex 4 for details of the FMEA.
9.3.9 The manufacturers shall demonstrate the soundness of the casings. Intercoolers and
heat exchangers shall be hydraulically tested on each side separately.
9.4.1 Any main diesel propulsion system shall have satisfactory torsional vibration and
other vibrational characteristics verified by individual and combined torsional and other
vibration analyses for the system and its components from power unit through to propulsor.
9.4.2 All external high-pressure fuel delivery lines between the high-pressure fuel pumps
and fuel nozzles shall be protected with a jacketed tubing system capable of containing fuel
from a high-pressure line failure. The jacketed tubing system shall include a means for
collection of leakages and arrangements shall be provided for an alarm to be given of a fuel
line failure.
This applies for vessels with power outputs of 375 kW or more, operating around the UK, but
not to lifeboats or to diesel fire pumps. For guidance on high pressure fuel pipes and
guidance on vessels with power output <375 kW, domestic passenger vessels on seagoing
voyages and those in categorized waters see the latest MCA internal guidance on Sheathed
Fuel Lines which should, if practicable, be followed in conjunction with IMO Resolutions
MSC.31(63) (effective 1 January 1996 and 1 July 1998) and MSC.201(81) (effective 1
January 2010). Retrospective application is not required.
9.4.3 Engines of a cylinder diameter of 200 mm or a crankcase volume of 0.6 m3 and

above shall be provided with crankcase explosion relief valves of an approved type with

sufficient relief area. The relief valves shall be arranged with means to ensure that
discharge from them is directed so as to minimise the possibility of injury to personnel.
9.4.4 The lubrication system and arrangements shall be efficient at all running speeds, due
consideration being given to the need to maintain suction and avoid the spillage of oil in all
conditions of list and trim and degree of motion of the craft.
9.4.5 Arrangements shall be provided to ensure that visual and audible alarms are
activated in the event of either lubricating oil pressure or lubricating oil level falling below a
safe level, considering the rate of circulation of oil in the engine. Such events shall also
cause automatic reduction of engine speed to a safe level, but automatic shutdown shall
only be activated by conditions leading to a complete breakdown, fire or explosion.
9.4.6 Where diesel engines are arranged to be started, reversed or controlled by

compressed air, the arrangement of the air compressor, air receiver and air starting system
shall be such as to minimise the risk of fire or explosion.
9.5 Transmissions
9.5.1 The transmission shall be of adequate strength and stiffness to enable it to withstand
the most adverse combination of the loads expected in service without exceeding acceptable
stress levels for the material concerned.
Compliance with the requirements of a recognised Classification Society would be deemed

adequate to meet this requirement. Propulsion systems utilizing waterjets may need to take
account of the shock loadings imposed by aeration and emergence of the waterjet. See
Appendix B for listing of recognised organisations.
9.5.2 The design of shafting, bearings and mounts shall be such that hazardous whirling
and excessive vibration could not occur at any speed up to 105% of the shaft speed attained
at the designed overspeed trip setting of the prime mover.
9.5.3 The strength and fabrication of the transmission shall be such that the probability of
hazardous fatigue failure under the action of the repeated loads of variable magnitude
expected in service is extremely remote throughout its operational life. Compliance shall be
demonstrated by suitably conducted tests, and by designing for sufficiently low stress levels,
combined with the use of fatigue resistant materials and suitable detail design. Torsional
vibration or oscillation likely to cause failure may be acceptable if it occurs at transmission
speeds which would not be used in normal craft operation, and it is recorded in the craft
operating manual as a limitation.
Propulsion systems utilizing waterjets may need to take account of the shock loadings
imposed by aeration and emergence of the waterjet, both in terms of fatigue and torsional
vibrations.
9.5.4 Where a clutch is fitted in the transmission, normal engagement of the clutch shall
not cause excessive stresses in the transmission or driven items. Inadvertent operation of
any clutch shall not produce dangerously high stresses in the transmission or driven item.
9.5.5 Provision shall be made such that a failure in any part of the transmission, or of a
driven component, will not cause damage which might hazard the craft or its occupants.
9.5.6 Where failure of lubricating fluid supply or loss of lubricating fluid pressure could lead
to hazardous conditions, provision shall be made to enable such failure to be indicated to the
operating crew in adequate time to enable them as far as practicable to take the appropriate
action before the hazardous condition arises.

9.6.1 The requirements of this section are based on the premise that:
.1 Propulsion arrangements and lift arrangements may be provided by separate

devices, or be integrated into a single propulsion and lift device. Propulsion
devices may be air, or water propellers or water jets and the requirements
apply to all types of craft.
.2 Propulsion devices are those which directly provide the propulsive thrust and
include machinery items and any associated ducts, vanes, scoops and
nozzles, the primary function of which is to contribute to the propulsive thrust.
.3 The lift devices, for the purposes of this section, are those items of machinery
which directly raise the pressure of the air and move it for the primary
purpose of providing lifting force for an air-cushion vehicle.
9.6.2 The propulsion and lift devices shall be of adequate strength and stiffness. The
design data, calculations and trials, where necessary, shall establish the ability of the device
to withstand the loads which can arise during the operations for which the craft is to be
certificated, so that the possibility of catastrophic failure is extremely remote.
9.6.3 The design of propulsion and lift devices shall pay due regard to the effects of
allowable corrosion, electrolytic action between different metals, erosion or cavitation which
may result from operation in environments in which they are subjected to spray, debris, salt,
sand, icing, etc.
9.6.4 The design data and testing of propulsion and lift devices shall pay due regard, as
appropriate, to any pressure which could be developed as a result of a duct blockage, to
steady and cyclic loadings, to loadings due to external forces and to the use of the devices in
manoeuvring and reversing and to the axial location of rotating parts.
Due consideration should also be made for devices that alter the pressure in an ACV
cushion in order to affect craft motion (ride control systems).
9.6.5 Appropriate arrangements shall be made to ensure that:
.1 ingestion of debris or foreign matter is minimised;
.2 the possibility of injury to personnel from shafting or rotating parts is

minimised; and
.3 where necessary, inspection and removal of debris can be carried out safely
in service.

Category B craft shall be provided with at least two independent means of propulsion so that
the failure of one engine or its support systems would not cause the failure of the other
engine or engine systems and with additional machinery controls in or close to the
machinery space.
Category B craft shall be capable of maintaining the essential machinery and control so that,
in the event of a fire or other casualties in any one compartment on board, the craft can
return to a port of refuge under its own power.
Cargo craft shall be capable of maintaining the essential machinery and control in the event
of a fire or other casualties in any one compartment on board. The craft need not be able to
return to a place of refuge under its own power.

CHAPTER 10
AUXILIARY SYSTEMS

15 December 2004 or 93/68/EEC (with Corrigendum dated 30 August 1993), as amended.
PART A - GENERAL
10.1 General
10.1.1 Fluid systems shall be constructed and arranged so as to assure a safe and
adequate flow of fluid at a prescribed flow rate and pressure under all conditions of craft
operation. The probability of a failure or a leakage in any one fluid system, causing damage
to the electrical system, a fire or an explosion hazard shall be extremely remote. Attention
shall be directed to the avoidance of impingement of flammable liquid on hot surfaces in the
event of leakage or fracture of the pipe.
See Annex 3 and Annex 4 for Failure Modes and Effects Analysis (FMEA). This requirement
should be adequately covered within the FMEA, although the use of the term ‘extremely
remote’ should not be taken in the context of numerical probabilities described in Annex 3.
10.1.2 The maximum allowable working pressure in any part of the fluid system shall not be
greater than the design pressure, having regard to the allowable stresses in the materials.
Where the maximum allowable working pressure of a system component, such as a valve or
a fitting, is less than that computed for the pipe or tubing, the system pressure shall be
limited to the lowest of the component maximum allowable working pressures. Every
system which may be exposed to pressures higher than the system's maximum allowable
working pressure shall be safeguarded by appropriate relief devices.
10.1.3 Tanks and piping shall be pressure-tested to a pressure that will assure a safety
margin in excess of the working pressure of the item. The test on any storage tank or
reservoir shall take into account any possible static head in the overflow condition and the
dynamic forces arising from craft motions.
10.1.4 Materials used in piping systems shall be compatible with the fluid conveyed and
selected giving due regard to the risk of fire. Non-metallic piping material may be permitted
MSIS024/CHAPTER 10/ REV 06/09/ PAGE 1 OF 9

in certain systems provided the integrity of the hull and watertight decks and bulkheads is
maintained *.
* Refer to the Guidelines for the application of plastic pipes on ships, adopted by the Organization by resolution
A.753(18).
Pipes carrying fuel shall be of steel or other satisfactory material. Plastic or frp pipes in fuel
systems shall be avoided. Refer to section 7.5.4. Plastic pipes would need to pass the fire
tests documented in the F.T.P. Code. Plastic pipes are suitable however for low pressure
systems such as fresh water, sewage and grey water.
10.2 Arrangement of oil fuel, lubricating oil and other flammable oil
10.2.1 The provisions of 7.1.2.2 apply to the use of oil as fuel.
10.2.2 Oil fuel, lubricating oil and other flammable oil lines shall be screened or otherwise
suitably protected to avoid, as far as practicable, oil spray or oil leakages onto hot
surfaces, into machinery air intakes or other sources of ignition. The number of joints
in such piping systems shall be kept to a minimum. Flexible pipes carrying flammable
liquids shall be of an approved type*.
* Refer to the Guidelines to minimize leakages from flammable liquid systems for improving reliability and
reducing risk of fire (MSC/Circ.647)
Flexible pipes carrying flammable liquids shall be permissible in positions where the MCA
are satisfied that they are necessary. See notes under 10.2.4.9 relating to flexible pipes and
9.4 for high pressure pipe arrangements.
10.2.3 Fuel oil, lubricating oils and other flammable oils shall not be carried forward of public
spaces and crew accommodation.
Oil fuel arrangements
10.2.4 In a craft in which oil fuel is used, the arrangements for the storage, distribution and
utilisation of the oil fuel shall be such as to ensure the safety of the craft and persons on
board and shall at least comply with the following provisions.
See also 7.5 for additional requirements for fuel systems and for the use of fuel with a flash
point less than 60°C.
10.2.4.1 As far as practicable, all parts of the oil fuel system containing heated oil
under pressure exceeding 0.18 N/mm2 shall not be placed in a concealed position such that
defects and leakage cannot readily be observed. The machinery spaces in way of such
parts of the oil fuel system shall be adequately illuminated.
10.2.4.2 The ventilation of machinery spaces shall be sufficient under all normal
conditions to prevent accumulation of oil vapour.
See also 10.7 for machinery space ventilation requirements.
10.2.4.2.1 Location of fuel tanks shall be in accordance with 7.5.2.
Taking into account 10.2.3 above.

10.2.4.4 No oil fuel tank shall be situated where spillage or leakage therefrom can
constitute a hazard by falling on heated surfaces. Reference is made to the fire safety
requirements in 7.5.
10.2.4.5 Oil fuel pipes shall be fitted with cocks or valves in accordance with 7.5.3.
10.2.4.6 Every fuel tank shall, where necessary, be provided with savealls or gutters to
catch any fuel which may leak from such tanks.
10.2.4.7 Safe and efficient means of ascertaining the amount of oil fuel contained in any
oil fuel tank shall be provided.
10.2.4.7.1 Where sounding pipes are used, they shall not terminate in any space where the
risk of ignition of spillage from the sounding pipe might arise. In particular, they shall not
terminate in public spaces, crew accommodation or machinery spaces. Terminations shall
be provided with a suitable means of closure and provision to prevent spillage during
refuelling operations.
10.2.4.7.2 Other oil-level gauges may be used in place of sounding pipes. Such means are
subject to the following conditions:
.1 In passenger craft, such means shall not require penetration below the top of the
tank and their failure or overfilling of the tanks will not permit release of fuel.
.2 The use of cylindrical gauge glasses shall be prohibited. In cargo craft, the
Administration may permit the use of oil-level gauges with flat glasses and self-closing
valves between the gauges and fuel tanks. Such other means shall be acceptable to the
Administration and shall be maintained in the proper condition to ensure their continued
accurate functioning in service.
10.2.4.8 Provision shall be made to prevent overpressure in any oil tank or in any part of the
fuel system, including the filling pipes. Any relief valves and air or overflow pipes shall
discharge to a safe position and, for fuel of flashpoint less than 43°C, shall terminate with
flame arresters in accordance with the standards developed by the Organization.*
* Refer to the Revised standards for the design, testing and locating of devices to prevent the passage of flame
into cargo tanks in tankers. (MSC/Circ.677)
Refer to 7.5.2 and 7.5.6 for the use of fuels having a flash point of less than 60°C.
Safe positions for discharge of air and overflow pipes and relief valves:
Air and overflow pipes and relief valves should discharge to a position where there is no risk
of fire or explosion from the emergence of oils and vapour, and should not lead into crew
spaces, passenger spaces, special category spaces, ro-ro spaces (other than open ro-ro
spaces), machinery spaces or similar spaces.
The requirement to provide overpressure protection should be applied only to filling pipes
served by pumps on board. (MSC/Circ.911)
10.2.4.9 Oil fuel pipes and their valves and fittings shall be of steel or other approved
material#, except that restricted use of flexible pipes shall be permissible in positions where
the Administration is satisfied that they are necessary*. Such flexible pipes and end
attachments shall be approved fire-resisting materials of adequate strength and shall be
constructed to the satisfaction of the Administration.

* Refer to the recommendations published by the International Organization for Standardization, in particular,
publication ISO 15540:1999 – Ships and marine technology – fire resistance of hose assemblies – test methods,
and ISO 15541:1999 – Ships and marine technology – Fire resistance of hose assemblies – Requirements for
the test bench.
NB: The following guidance only applies to new or remedial work.
Note: ISO 15540:1999 and ISO 15541:1999 are now superseded by more recent versions,
which should be used instead.
As an alternative IACS Requirements governing Fire Protection F42 (1995) contain fire
testing requirements for flexible piping. This is a 30 minute test at 800°C.
Flexible pipes of an approved fire resistant type should be fitted between fixed ship piping
and flexibly mounted equipment. Refer to 10.1.4 and 7.5.4, also MCA internal guidance on
Flexible Fuel Pipework – Construction – Fire resistance standards.
#
For valves fitted to oil fuel tanks, and which are under static pressure-head, steel or
nodular cast iron may be accepted. However, ordinary cast iron valves may be used in
piping systems where the design pressure is lower than 0.7 N/mm2 and the design
temperature is below 60ºC. (MSC/Circ.911)
Lubricating oil arrangements
10.2.5 The arrangements for the storage, distribution and utilisation of oil used in pressure
lubrication systems shall be such as to ensure the safety of the craft and persons on board.
The arrangements made in machinery spaces and, whenever practicable, in auxiliary
machinery spaces shall at least comply with the provisions of 10.2.4.1 and 10.2.4.4 to
10.2.4.8 except that:
.1 this does not preclude the use of sight-flow glasses in lubricating systems
provided they are shown by test to have a suitable degree of fire resistance;
.2 sounding pipes may be permitted in machinery spaces if fitted with

appropriate means of closure; and
.3 lubricating oil storage tanks with a capacity of less than 500 l may be
permitted without remote operated valves as required in 10.2.4.5.
Arrangements for other flammable oils
10.2.6 The arrangements for storage, distribution and utilisation of other flammable oil
employed under pressure in power transmission systems, control and activating systems
and heating systems shall be such as to ensure the safety of the craft and persons on board.
In locations where means of ignition are present, such arrangements shall at least comply
with the provisions of 10.2.4.4 and 10.2.4.7 and with the provisions of 10.2.4.8 and 10.2.4.9
in respect of strength and construction.
Arrangement within machinery spaces
10.2.7 In addition to the requirements of 10.2.1 to 10.2.6, the oil fuel and lubricating oil
systems shall comply with the following:

.1 Where daily service fuel tanks are filled automatically or by remote control,
means shall be provided to prevent overflow spillages.
.2 Other equipment which treats flammable liquids automatically, such as oil fuel
purifiers, which, whenever practicable, should shall be installed in a special
space reserved for purifiers and their heaters, shall have arrangements to
prevent overflow spillages.
.3 Where daily service oil fuel tanks or settling tanks are fitted with heating
arrangements, a high-temperature alarm shall be provided if the flashpoint of
the oil can be reached due to failure of the thermostatic control.
Where daily service tanks service engines that return fuel to the tank, it should be shown
that the temperature of the fuel in the tank cannot reach the flashpoint with regard to the
heat in the return fuel.
10.3.1 Arrangements shall be made for draining any watertight compartment other than the
compartments intended for permanent storage of liquid. Where, in relation to particular
compartments, drainage is not considered necessary, drainage arrangements may be
omitted, but it shall be demonstrated that the safety of the craft will not be impaired.
10.3.2 Bilge pumping arrangements shall be provided to allow every watertight compartment
other than those intended for permanent storage of liquid to be drained. The capacity or
position of any such compartment shall be such that flooding thereof could not affect the
safety of the craft.
See also 2.6.5 for void spaces that the Administration may not require to be fitted with bilge
pumping arrangements.
10.3.3 The bilge pumping system shall be capable of operation under all possible values of
list and trim after the craft has sustained the postulated damage in 2.6.6 to 2.6.10. The bilge
pumping system shall be so designed as to prevent water flowing from one compartment to
another. The necessary valves for controlling the bilge suctions shall be capable of being
operated from above the datum. All distribution boxes and manually operated valves in
connection with the bilge pumping arrangements shall be in positions which are accessible
under ordinary circumstances. The spindles of manually operated valves shall be easily
accessible and all valves shall be clearly marked.
See 1.4.20 for a definition of the term “datum”.
10.3.4 The power operated self-priming bilge pumps may be used for other duties such as
fire fighting or general service but not for pumping fuel or other flammable liquids.
10.3.5 Each power bilge pump shall be capable of pumping water through the required bilge
pipe at a speed of not less than 2 m/s.
Pipe loss calculations should be presented to show that the selected pump is capable of
pumping out from the most remote bilge suction.
10.3.6 The diameter (d) of the bilge main shall be calculated according to the following
formula, except that the actual internal diameter of the bilge main may be rounded off to the
nearest size of a recognized standard:

d = 25 + 1.68(L(B + D)) 0.5
where :
d is the internal diameter of the bilge main (mm);
L is the length of the craft (m) as defined in chapter 1;
B is, for monohull craft, the breadth of the craft (m) as defined in chapter 1 and, for
multi-hull craft, the breadth of a hull at or below the design waterline (m); and
D is the moulded depth of the craft to the datum (m).
10.3.7 Internal diameters of suction branches shall meet the requirements of the
Administration but shall not be less than 25 mm. Suction branches shall be fitted with
effective strainers.
10.3.8 An emergency bilge suction shall be provided for each machinery space containing a
propulsion prime mover. This suction shall be led to the largest available power pump other
than a bilge pump, propulsion or oil pump. Emergency bilge suctions shall be provided for
craft with common bilge pumping systems according to 10.3.6 and for craft with individual
bilge pumps according to 10.3.13.
10.3.9 The spindles of the sea inlet valves shall extend well above the machinery space
floor plates.
10.3.10 All bilge suction piping up to the connection to the pumps shall be independent of
other piping.
10.3.11 Spaces situated above the water level in the worst anticipated damage conditions
may be drained directly overboard through scuppers fitted with nonreturn valves.
10.3.12 Any unattended space for which bilge pumping arrangements are required shall be
provided with a bilge alarm.
Refer also to 11.4.1.2.4 of this Code.
10.3.13 For craft with individual bilge pumps, the total capacity Q of the bilge pumps for
each hull shall not be less than 2.4 times the capacity of the pump defined in 10.3.5 and
10.3.6.
10.3.14 In bilge pumping arrangements where a bilge main is not provided, then, with the
exception of the spaces forward of public spaces and crew accommodation, at least one
fixed submersible pump shall be provided for each space. In addition, at least one portable
pump shall be provided supplied from the emergency supply, if electric, for use on individual
spaces. The capacity of each submersible pump Qn shall not be less than:
Qn = Q/(N - 1) tonnes/h with a minimum of 8 tonnes/h
where :
N = number of submersible pumps
Q = total capacity as defined in 10.3.13.

10.3.15 Non-return valves shall be fitted in the following components:
.1 bilge valve distribution manifolds;
.2 bilge suction hose connections where fitted directly to the pump or to the main
bilge suction pipe; and
.3 direct bilge suction pipes and bilge pump connections to main bilge suction
pipe.
10.4 Ballast systems
10.4.1 Water ballast shall not in general be carried in tanks intended for oil fuel. In craft in
which it is not practicable to avoid putting water in oil fuel tanks, oily-water separating
equipment shall be fitted, or other alternative means such as discharge to shore facilities
shall be provided for disposing of the oily-water ballast. The provisions of this paragraph are
without prejudice to the provisions of the International Convention for the Prevention of
Pollution from Ships in force.
The possible contamination of the fuel by organisms from sea water should be considered
and means to dose the fuel should be provided.
10.4.2 Where a fuel-transfer system is used for ballast purposes, the system shall be
isolated from any water ballast system and meet the requirements for fuel systems and the
International Convention for the Prevention of Pollution from Ships in force.
10.5 Cooling systems
The cooling arrangements provided shall be adequate to maintain all lubricating and
hydraulic fluid temperatures within the manufacturers' recommended limits during all
operations for which the craft is to be certificated.
10.6 Engine air intake systems
Arrangements shall provide sufficient air to the engine and shall give adequate protection
against damage, as distinct from deterioration, due to ingress of foreign matter.
10.7 Ventilation systems
Machinery spaces shall be adequately ventilated so as to ensure that when machinery

therein is operating at full power in all weather conditions, including heavy weather, an
adequate supply of air is maintained to the spaces for the safety and comfort of personnel
and the operation of the machinery. Auxiliary machinery spaces shall be adequately
ventilated appropriate for the purpose of those spaces. The ventilation arrangements shall
be adequate to ensure that the safe operation of the craft is not put at risk.
For guidance some Classification Societies require enough ventilation air to:
− limit the temperature rise in a machinery space to 10°C above ambient temperature, and
− if the prime movers draw their combustion air from within the compartment, then the total
ventilation air should not to be less than that required for combustion plus 50%.

Single or two stage water filtration systems should be fitted to machinery space ventilation
systems of craft liable to generate spray in conditions up to the maximum the craft is certified
to operate in.
10.8 Exhaust systems
10.8.1 All engine exhaust systems shall be adequate to assure the correct functioning of the
machinery and that safe operation of the craft is not put at risk.
Pressure loss calculations should be presented to show that the back pressure does not
exceed the engine manufacturer’s requirements.
10.8.2 Exhaust systems shall be so arranged as to minimise the intake of exhaust gases
into manned spaces, air-conditioning systems, and engine intakes. Exhaust systems shall
not discharge into air-cushion intakes.
In some cases it may be necessary to carry out wind tunnel tests to show that this
requirement can be met. This is particularly applicable to multi-engined gas turbine driven
craft where the quantity of exhaust gas is relatively large.
10.8.3 Pipes through which exhaust gases are discharged through the hull in the vicinity of
the waterline shall be fitted with erosion-/corrosion-resistant shut-off flaps or other devices
on the shell or pipe end and acceptable arrangements made to prevent water flooding the
space or entering the engine exhaust manifold.
10.8.4 Gas turbine engine exhausts shall be arranged so that hot exhaust gases are
directed away from areas to which personnel have access, either on board the craft or in the
vicinity of the craft when berthed.

See also 10.3 of this Code.
10.9.1 For Category B craft at least three and for Category A craft at least two power bilge
pumps shall be fitted connected to the bilge main, one of which may be driven by the
propulsion machinery. Alternatively, the arrangement may be in accordance with the
requirements of 10.3.14.
10.9.2 The arrangements shall be such that at least one power bilge pump shall be
available for use in all flooding conditions which the craft is required to withstand as follows:
.1 one of the required bilge pumps shall be an emergency pump of a reliable

submersible type having an emergency source of power; or
.2 the bilge pumps and their sources of power shall be so distributed throughout
the length of the craft that at least one pump in an undamaged compartment
will be available.
10.9.3 On multihull craft, each hull shall be provided with at least two bilge pumps.

10.9.4 Distribution boxes, cocks and valves in connection with the bilge pumping system
shall be so arranged that, in the event of flooding, one of the bilge pumps may be operative
in any compartment. In addition, damage to a pump or its pipe connecting to the bilge main
shall not put the bilge system out of action. When, in addition to the main bilge pumping
system, an emergency bilge pumping system is provided, it shall be independent of the main
system and so arranged that a pump is capable of operating in any compartment under
flooding conditions as specified in 10.3.3. In that case only the valves necessary for the
operation of the emergency system need be capable of being operated from above the
datum.
10.9.5 All cocks and valves referred to in 10.9.4 which can be operated from above the
datum shall have their controls at their place of operation clearly marked and shall be
provided with means to indicate whether they are open or closed.

10.10 Bilge pumping systems
See also 10.3 of this Code.
10.10.1 At least two power pumps connected to the main bilge system shall be provided,
one of which may be driven by the propulsion machinery. If the Administration is satisfied
that the safety of the craft is not impaired, bilge pumping arrangements may be dispensed
with in particular compartments. Alternatively, the arrangement may be in accordance with
the requirements of 10.3.14.
10.10.2 On multihull craft, each hull shall be provided with at least two power pumps, unless
a bilge pump in one hull is capable of pumping bilge in the other hull. At least one pump in
each hull shall be an independent power pump.

CHAPTER 11
REMOTE CONTROL, ALARM AND SAFETY SYSTEMS

11.1 Definitions
11.1.1 "Remote control systems" comprise all equipment necessary to operate units from a
control position where the operator cannot directly observe the effect of his actions.
11.1.2 "Back-up control systems" comprise all equipment necessary to maintain control of
essential functions required for the craft's safe operation when the main control systems
have failed or malfunctioned.
11.2 General
11.2.1 Failure of any remote or automatic control systems shall initiate an audible and visual
alarm and shall not prevent normal manual control.
Where remote control is provided, local control should be unaffected by a fault, including a
cable fault, when local control is selected.
11.2.2 Manoeuvring and emergency controls shall permit the operating crew to perform the
duties for which they are responsible in correct manner without difficulty, fatigue or excessive
concentration.
Manually operated controls should be demonstrated to show that this requirement can be
met.
11.2.3 Where control of propulsion or manoeuvring is provided at stations adjacent to but

outside the operating compartment, the transfer of control shall only be effected from the
station which takes charge of control. Two-way voice communication shall be provided
between all stations from which control functions may be exercised and between each such
station and the look-out position. Failure of the operating control system or of transfer of
control shall bring the craft to low speed without hazarding passengers or the craft.

11.2.4 For category B and cargo craft, remote control systems for propulsion machinery and
directional control shall be equipped with back-up systems controllable from the operating
compartment. For cargo craft, instead of a back-up system described above, a back-up
system controllable from an engine control space such as an engine control room outside
the operating compartment, is acceptable.
11.3 Emergency controls
11.3.1 In all craft, the station or stations in the operating compartment from which control of
craft manoeuvring and/or of its main machinery is exercised shall be provided, within easy
reach of the crew member at that station, with controls for use in an emergency to:
.1 activate fixed fire-extinguishing systems;
.2 close ventilation openings and stop ventilating machinery supplying spaces

covered by fixed fire-extinguishing systems, if not incorporated in .1;
.3 shut off fuel supplies to machinery in main and auxiliary machinery spaces;
.4 disconnect all electrical power sources from the normal power distribution
system (the operating control shall be guarded to reduce the risk of
inadvertent or careless operation); and
.5 stop main engine(s) and auxiliary machinery.
11.3.2 Where control of propulsion and manoeuvring is provided at stations outside the
operating compartment, such stations shall have direct communication with the operating
compartment which shall be a continuously manned control station.
11.3.3 In addition, for category B craft control of propulsion and manoeuvring as well as
emergency functions referred to in 11.3.1 shall be provided in a station outside the operating
compartment. Such stations shall have direct communication with the operating
compartment, which shall be a continuously manned control station.
11.4 Alarm system
11.4.1 Alarm systems shall be provided which announce at the craft's control position, by
visual and audible means, malfunctions or unsafe conditions. Alarms shall be maintained
until they are accepted and the visual indications of individual alarms shall remain until the
fault has been corrected, when the alarm shall automatically reset to the normal operating
condition. If an alarm has been accepted and a second fault occurs before the first is
rectified, the audible and visual alarms shall operate again. Alarm systems shall incorporate
a test facility.
11.4.1.1 Emergency alarms giving indication of conditions requiring immediate action shall
be distinctive and in full view of crew members in the operating compartment, and shall be
provided for the following:
.1 activation of a fire-detection system;
.2 total loss of normal electrical supply;
.3 overspeed of main engines; and

.4 thermal runaway of any permanently installed nickel-cadmium battery.
11.4.1.2 Alarms with a visual display distinct from that of alarms referred to in 11.4.1.1 shall
indicate conditions requiring action to prevent degradation to an unsafe condition. These
shall be provided for at least the following:
.1 exceeding the limiting value of any craft, machinery or system parameter

other than engine overspeed;
.2 failure of normal power supply to powered directional or trim control devices;
.3 operation of any automatic bilge pump;
.4 failure of compass system;
.5 low level of a fuel tank contents;
.6 fuel oil tank overflow;
.7 extinction of side, masthead or stern navigation lights;
.8 low level of contents of any fluid reservoir the contents of which are essential
for normal craft operation;
.9 failure of any connected electrical power source;
.10 failure of any ventilation fan installed for ventilating spaces in which
inflammable vapours may accumulate; and
.11 diesel engine fuel line failure as required by 9.4.2.
11.4.1.3 All warnings required by 11.4.1.1 and 11.4.1.2 shall be provided at all stations at
which control functions may be exercised.
11.4.2 The alarm system shall meet appropriate constructional and operational
requirements for required alarms.*
* Refer to the Code on Alarms and Indicators, 1995, adopted by the Organization by resolution A.830(19).
It is necessary to establish a priority level for different alarms and for the systems to
generate different alarm tones.
11.4.3 Equipment monitoring the passenger, cargo and machinery spaces for fire and
flooding shall, so far as is practicable, form an integrated sub-centre incorporating monitoring
and activation control for all emergency situations. This sub-centre may require feedback
instrumentation to indicate that actions initiated have been fully implemented.
11.5 Safety system
Where arrangements are fitted for overriding any automatic shutdown system for the main
propulsion machinery in accordance with 9.2.2, they shall be such as to preclude inadvertent
operation. When a shutdown system is activated, an audible and visual alarm shall be given
at the control station and means shall be provided to override the automatic shutdown
except in cases where there is a risk of complete breakdown or explosion.

CHAPTER 12
ELECTRICAL INSTALLATIONS


Diesel Engines.
PART A - GENERAL
12.1 General
12.1.1 Electrical installations* shall be such that:
* Refer to the recommendations published by the International Electrotechnical Commission and, in particular,
Publication 60092 – Electrical Installations in Ships.
.1 all electrical auxiliary services necessary for maintaining the craft in normal
operation and habitable conditions will be ensured without recourse to the
emergency source of electrical power;
.2 electrical services essential for safety will be ensured under various emergency
conditions; and

.3 the safety of passengers, crew and craft from electrical hazards will be
ensured.
The FMEA shall include the electrical system, taking into account the effects of electrical
failure on the systems being supplied. In cases where faults can occur without being
detected during routine checks on the installations, the analysis shall take into account the
possibility of faults occurring simultaneously or consecutively.
Surveyors should ensure that the details and arrangements comply with the Regulations and
the Code, and that workmanship is in all respects satisfactory. In addition to IEC Standards, the
Regulations for the Electrical and Electronic Equipment of Ships with Recommended Practice
for their Implementation published by the Institution of Electrical Engineers, may be used for
guidance.
The FMEA should comply with the requirements of Annex 3 and Annex 4. Normally compliance
will be achieved by provision of redundant systems as detailed in 4.5 of Annex 4, and numerical
assessment will not be required. Consideration should be given to the independence of
redundant systems as required by 4.5.2 of Annex 4. The effect of complete or partial failure of
the electrical installation should be assessed against the definitions of Effects contained in 2.3
of Annex 3, taking into account craft handling under reduced propulsion and the variety of
circumstances in which such failure may occur throughout the operational life of the craft. As
guidance, complete failure of propulsion may result in a hazardous or catastrophic effect under
adverse circumstances of weather and location, which should be given due weight in any
numerical assessment of probability. It is recommended that FMEA’s should be forwarded to
MCA Headquarters for advice, particularly those which comply by means of numerical
assessment.
12.1.2 The electrical system shall be designed and installed so that the probability of the
craft being at risk of failure of a service is extremely remote.
This requirement should be adequately covered within the FMEA, although the use of the term
‘extremely remote’ should not be taken in the context of numerical probabilities described in
Annex 3.
12.1.3 Where loss of particular essential service would cause serious risk to the craft, the
service shall be fed by at least two independent circuits fed in such a way that no single
failure in the electrical supply or distribution systems would affect both supplies.
12.1.3 Where loss of particular essential service would cause serious risk to the craft, the
service should be fed by at least two independent circuits fed in such a way that no single
failure in the electrical supply or distribution systems would affect both supplies.
Normally compliance will be achieved by provision of redundant systems as detailed in 4.5 of

Annex 4.
12.1.4 The securing arrangements for heavy items, i.e. accumulator batteries, shall, as far
as practicable, prevent excessive movement during the accelerations due to grounding or
collision.
For design acceleration levels see section 4.3.
12.1.5 Precautions shall be taken to minimise risk of supplies to essential and emergency
services being interrupted by the inadvertent or accidental opening of switches or circuit-
breakers.

12.2 Main source of electrical power
12.2.1 A main source of electrical power of sufficient capacity to supply all those services
mentioned in 12.1.1 shall be provided. The main source of electrical power shall consist of
at least two generating sets.
12.2.1 requires at least two main generating sets which together can supply the power for
maintaining all normal operational and habitable conditions, that is to say the full design load
including non-essential consumers. These generators should be available for duty at all times
when the craft is at sea, or is about to put to sea or is under way. Where these services are
intended to be supplied by a single generator in operation, the main generators should be
arranged so that another selected machine is automatically started and connected to the main
switchboard if the generator in operation is overloaded or fails.
Generators, motors and transforming equipment, intended for services in connection with
propulsion and safety of the ship, are to be inspected during construction and the works and
shipboard tests are to be witnessed. Machines and transforming equipment of less than 100kW
may be accepted, without survey at the Manufacturing Works, if satisfactory maker's test
certificates are supplied certifying the results of tests to determine the operating characteristics,
temperature rise, insulation resistance and dielectric strength.
Craft of not more than 21.34m length that operate predominantly on a 24v dc supply may not be
required to have two generator sets. In these craft, at least two alternators driven by different
prime movers should be provided. The battery power and arrangement should be sufficient to
meet the normal and emergency electrical load requirements of this Chapter.
12.2.2 The capacity of these generating sets shall be such that, in the event of any one
generating set being stopped or failing, it will still be possible to supply those services
necessary to provide the normal operational conditions of propulsion and safety. Minimum
comfortable conditions of habitability shall also be ensured which include at least adequate
services for cooking, heating, domestic refrigeration, mechanical ventilation, and sanitary
and fresh water.
12.2.3 The arrangements of the craft's main source of electrical power shall be such that the
services referred to in 12.1.1.1 can be maintained regardless of the speed and direction of
the propulsion machinery or shafting.
12.2.4 In addition, the generating sets shall be such as to ensure that, with any one
generator or its primary source of power out of operation, the remaining generating set shall
be capable of providing the electrical services necessary to start the main propulsion plant
from dead craft condition. The emergency source of electrical power may be used for the
purpose of starting from a dead craft condition if its capability either alone or combined with
that of any other source of electrical power is sufficient to provide at the same time those
services required to be provided by 12.7.3.1 to 12.7.3.3 or 12.7.4.1 to 12.7.4.4 or 12.8.2.1 to
12.8.2.2.4.1, as appropriate.
12.2.5 Where transformers constitute an essential part of the electrical supply system
required by this section, the system shall be so arranged as to ensure the same continuity of
supply as is stated in 12.2.
12.2.6 A main electric lighting system which shall provide illumination throughout those
parts of the craft normally accessible to and used by passengers and crew shall be supplied
from the main source of electrical power.

12.2.7 The arrangement of the main electric lighting system shall be such that a fire or other
casualty in spaces containing the emergency source of electrical power, associated
transforming equipment, if any, the emergency switchboard and the emergency lighting
switchboard will not render inoperative the main electric lighting systems required by 12.2.6.
12.2.8 The main switchboard shall be so placed relative to one main generating station that,
as far as practicable, the integrity of the normal electrical supply may be affected only by a
fire or other casualty in one space. An environmental enclosure for the main switchboard,
such as may be provided by the machinery control room situated within the main boundaries
of the space, shall not be considered as separating the switchboards from the generators.
In general, the location of the main generators in relation to the main switchboard, as
referenced by the term "one space" means the same main fire zone and watertight
compartment. Where main generators are located in two separate spaces such that a fire or
casualty in either space will not affect supply from the other, and the installed capacity in each
space being sufficient to meet the requirements of 12.2.1, the main switchboard may be located
in a third space provided that it complies with the intent of 12.2.9.
12.2.9 The main busbars shall be subdivided into at least two parts which shall be
connected by a circuit-breaker or other approved means. So far as is practicable, the
connection of generating sets and any other duplicated equipment shall be equally divided
between the parts. For category B craft, each part of the main busbars with its associated
generators shall be arranged in separate compartments.
Circuit breakers or fuses of suitable rating and characteristics could be accepted as a suitable
means for subdivision of switchboards.
12.3 Emergency source of electrical power
12.3.1 A self-contained emergency source of electrical power shall be provided.
See alternative means of compliance under 12.7.2 and 12.8.2. The generators, batteries,
transformers, switchgear etc, forming the emergency source of power should be sited so that
flames, heat or smoke issuing from doors or other openings in the event of a fire in the
machinery space, will not impede the safe operation of the equipment or render the space
inaccessible or uninhabitable to necessary personnel.
12.3.2 The emergency source of electrical power, associated transforming equipment, if

any, transitional source of emergency electrical power, emergency switchboard and
emergency lighting switchboard shall be located above the waterline in the final condition of
damage as referred to in chapter 2, operable in that condition and readily accessible.
For craft of not more than 21.34m length, where batteries are the source of emergency
electrical power and it is impractical to meet this condition (such as an amphibious
hovercraft off-cushion), if they are located inboard of B/5 from the periphery and are fitted in
a separate watertight enclosure that is ventilated to atmosphere, this may be considered to
afford an equivalent level of safety.
Breadth B is defined in 1.4.9.
If considering a multihull, the periphery of the craft is considered to only be the surface of the
shell encompassed by the outboard surface of the outermost hull at any given section. (see
guidance on 2.6.7)

12.3.3 The location of the emergency source of electrical power and associated
transforming equipment, if any, the transitional source of emergency power, the emergency
switchboard and the emergency electrical lighting switchboards in relation to the main
source of electrical power, associated transforming equipment, if any, and the main
switchboard shall be such as to ensure that a fire or other casualty in spaces containing the
main source of electrical power, associated transforming equipment, if any, and the main
switchboard or in any machinery space will not interfere with the supply, control, and
distribution of emergency electrical power. As far as practicable, the space containing the
emergency source of electrical power, associated transforming equipment, if any, the
transitional source of emergency electrical power and the emergency switchboard shall not
be contiguous to the boundaries of the main machinery spaces or those spaces containing
the main source of electrical power, associated transforming equipment, if any, or the main
switchboard.
12.3.4 Provided that suitable measures are taken for safeguarding independent emergency
operation under all circumstances, the emergency generator, if provided, may be used
exceptionally, and for short periods, to supply non-emergency circuits.
The primary intent of this relaxation is to allow the use of the emergency source of power when
starting the craft’s plant from the ‘dead ship’ condition. Arrangements which would require the
emergency generator set to be operated for purposes other than supplying emergency services
or testing or the purpose mentioned above, should not normally be accepted.
12.3.5 Distribution systems shall be so arranged that the feeders from the main and
emergency sources are separated both vertically and horizontally as widely as practicable.
12.3.6 The emergency source of electrical power may be either a generator or an

accumulator battery, which shall comply with the following:
.1 Where the emergency source of electrical power is a generator, it shall be:
.1.1 driven by a suitable prime mover with an independent supply of fuel

having a flashpoint which meets the requirements of 7.1.2.2;
.1.2 started automatically upon failure of the electrical supply from the main
source of electrical power and shall be automatically connected to the
emergency switchboard. Those services referred to in 12.7.5 or 12.8.3
shall then be transferred to the emergency generating set. The automatic
starting system and the characteristic of the prime mover shall be such as
to permit the emergency generator to carry its full rated load as quickly as
is safe and practicable, subject to a maximum of 45 s; and
A sign should be clearly displayed adjacent to the generating set warning that it is arranged for
automatic starting.
.1.3 provided with a transitional source of emergency electrical power

according to 12.7.5 or 12.8.3.
The charging arrangements provided for the transitional source of emergency electrical power,
together with any independent battery provided should be supplied from the emergency
switchboard.
.2 Where the emergency source of electrical power is an accumulator battery, it

shall be capable of:

.2.1 carrying the emergency electrical load without recharging while
maintaining the voltage of the battery throughout the discharge period
within 12% above or below its nominal voltage;
Surveyors should be satisfied that the capacity is sufficient to ensure performance of the
required duty. A Certificate of Inspection by a battery maker of repute, or his agent, regarding
the satisfactory condition of the battery, may be accepted. Such Certificates should be supplied
to the ship.
.2.2 automatically connecting to the emergency switchboard in the event of

failure of the main source of electrical power; and
.2.3 immediately supplying at least those services specified in 12.7.5 or

12.8.3.
To ensure that the means provided for periodically testing the emergency source of power are
fully effective, the arrangements should include facilities for putting the source of power on load
by supplying the emergency services. In the case of highly rated turbo charged generating sets,
the load should be sufficient to prevent an excessive build up of carbon in the prime mover,
which may occur due to operation at light load.
12.3.7 The emergency switchboard shall be installed as near as is practicable to the

emergency source of electrical power.
12.3.8 Where the emergency source of electrical power is a generator, the emergency
switchboard shall be located in the same space unless the operation of the emergency
switchboard would thereby be impaired.
An environmental enclosure within the main boundaries of the space does not provide
separation between the emergency generator and the emergency switchboard and is therefore
acceptable.
12.3.9 No accumulator battery fitted in accordance with this section shall be installed in the
same space as the emergency switchboard. An indicator shall be mounted in a suitable
space at the craft's operating compartment to indicate when the batteries constituting either
the emergency source of electrical power or the transitional source of emergency electrical
power referred to in 12.3.6.1.1.3 are being discharged.
12.3.10 The emergency switchboard shall be supplied during normal operation from the
main switchboard by an interconnector feeder which shall be adequately protected at the
main switchboard against overload and short circuit and which shall be disconnected
automatically at the emergency switchboard upon failure of the main source of electrical
power. Where the system is arranged for feedback operation, the interconnector feeder
shall also be protected at the emergency switchboard at least against short circuit. Failure
of the emergency switchboard, when being used in other than an emergency, shall not put at
risk the operation of the craft.
12.3.11 In order to ensure ready availability of the emergency source of electrical power,
arrangements shall be made, where necessary, to disconnect automatically non-emergency
circuits from the emergency switchboard to ensure that power shall be available to the
emergency circuits.

12.3.12 The emergency generator and its prime mover and any emergency accumulator
battery shall be so designed and arranged as to ensure that they will function at full rated
power when the craft is upright and when the craft has a list or trimming accordance with
9.1.12 including any damage cases considered in chapter 2, or is in any combination of
angles within those limits.
12.3.13 Where accumulator batteries are installed to supply emergency services, provisions
shall be made to charge them in situ from a reliable on-board supply. Charging facilities
shall be so designed to permit the supply of services, regardless of whether battery is on
charge or not. Means shall be provided to minimise the risk of overcharging or overheating
the batteries. Means for efficient air ventilation shall be provided.
Access to battery compartments should, wherever practicable, be arranged from the open deck.
Electrical equipment in compartments for the normal "vented type" battery should comply with
the guidance in BS 8450:2006, Annex A, Code of practice for installation of electrical and
electronic equipment in ships. Note that this standard has superseded the IEE Regulations for
the electrical and electronic equipment of ships: 1990, (also see MGN 359(M) Electrical
Equipment and Instillation). Ventilation shall always be provided for the space where the
batteries are housed.
12.4 Starting arrangements for emergency generating sets
12.4.1 Emergency generating sets shall be capable of being readily started in their cold
condition at a temperature of 0°C. If this is impracticable, or if lower temperatures are likely
to be encountered, provisions shall be made for heating arrangements to ensure ready
starting of the generating sets.
12.4.2 Each emergency generating set shall be equipped with starting devices with a stored
energy capability of at least three consecutive starts. The source of stored energy shall be
protected to preclude critical depletion by the automatic starting system, unless a second
independent means of starting is provided. A second source of energy shall be provided for
an additional three starts within 30 min, unless manual starting can be demonstrated to be
effective.
Where both the sources of stored energy are accumulator batteries, a single common starter
motor and associated switch can be accepted. The arrangements should ensure that only one
battery at a time can be brought into service. Separate charging arrangements, supplied by the
emergency switchboard, should be provided for each battery.
12.4.3 The stored energy shall be maintained at all times, as follows:
.1 electrical and hydraulic starting systems shall be maintained from the

emergency switchboard;
.2 compressed air starting systems may be maintained by the main or auxiliary

compressed air receivers through a suitable non-return valve or by an
emergency air compressor which, if electrically driven, is supplied from the
emergency switchboard;
.3 all of these starting, charging and energy-storing devices shall be located in the
emergency generator space. These devices shall not be used for any purpose
other than the operation of the emergency generating set. This does not
preclude the supply to the air receiver of the emergency generating set from the
main or auxiliary compresses air system through the non-return valve fitted in
the emergency generator space.

12.5 Steering and stabilization
12.5.1 Where steering and/or stabilization of a craft is essentially dependent on one device
as with a single rudder or pylon, which is itself dependent on the continuous availability of
electric power, it shall be served by at least two independent circuits, one of which shall be
fed either from the emergency source of electric power or from an independent power
source located in such a position as to be unaffected by fire or flooding affecting the main
source of power. Failure of either supply shall not cause any risk to the craft or passengers
during switching to the alterative supply and such switching arrangements shall meet the
requirements in 5.2.6. These circuits shall be provided with short-circuit protection and an
overload alarm.
The control circuits of electrically controlled devices should be connected to the power circuit
supplying the device.
12.5.2 Protection against excess current may be provided, in which case it shall be for not
less than twice the full load current of the motor or circuit so protected and shall be arranged
to accept the appropriate starting current with a reasonable margin. Where three-phase
supply is used, an alarm shall be provided in a readily observed position in the craft's
operating compartment that will indicate failure of any one of the phases.
If switching arrangements are such that more than one steering and/or stabilisation device can
be connected to one feeder, its over-current protection is to be similarly based on at least 200%
of the sum of the rated currents of all the devices that can be connected to the feeder.
12.5.3 Where such systems are not essentially dependent on the continuous availability of
electric power but at least one alternative system, not dependent on the electric supply, is
installed, then the electrically powered or controlled system may be fed by a single circuit
protected in accordance with 12.5.2.
12.5.4 The requirements of chapters 5 and 16 for power supply of the directional control
system and stabilization system of the craft shall be met.
12.6 Precautions against shock, fire and other hazards of electrical origin
12.6.1.1 Exposed metal parts of electrical machines or equipment which are not intended to
be live but which are liable under fault conditions to become live shall be earthed unless the
machines or equipment are:
.1 supplied at a voltage not exceeding 50V direct current or 50V, root-mean-

square between conductors; auto-transformers shall not be used for the
purpose of achieving this voltage; or
.2 supplied at a voltage not exceeding 250V by safety isolating transformers

supplying only one consuming device; or
.3 constructed in accordance with the principle of double insulation.
12.6.1.2 The Administration may require additional precautions for portable electrical
equipment for use in confined or exceptionally damp spaces where particular risks due to
conductivity may exist.

The voltage of electrical supplies to portable and transportable electrical apparatus in all such
spaces, should be as low as is practicable for the application. General guidance is given in BS
8450:2006, Annex A, Code of practice for installation of electrical and electronic equipment in
ships. Note that this standard has superseded the IEE Regulations for the electrical and
electronic equipment of ships: 1990, (also see MGN 359(M) Electrical Equipment and
Instillation).
12.6.1.3 All electrical apparatus shall be constructed and so installed as not to cause injury
when handled or touched in the normal manner.
12.6.2 Main and emergency switchboards shall be so arranged as to give easy access, as
may be needed, to apparatus and equipment, without danger to personnel. The sides and
the rear and, where necessary, the front of switchboards shall be suitably guarded.
Exposed live parts having voltages to earth exceeding a voltage to be specified by the
Administration shall not be installed on the front of such switchboards. Where necessary,
non-conducting mats or gratings shall be provided at the front and rear of the switchboard.
The voltage referred to should be taken as 50V. Platforms at the front and rear of switchboard
must have non-slip surfaces. Where access to live parts within switchboard is normally
possible, the surfaces must, in addition be insulated by non-conducting mat or gratings.
12.6.3 When a distribution system, whether primary or secondary, for power, heating or
lighting, with no connection to earth is used, a device capable of continuously monitoring the
insulation level to earth and of giving an audible or visual indication of abnormally low
insulation values shall be provided. For limited secondary distribution systems the
Administration may accept a device for manual checking of the insulation level.
Where visual indication only is provided, it shall be in a position where it will be included in
routine checks or will be apparent to the crew within 24 hours.
12.6.4 Cables and wiring
12.6.4.1 Except as permitted by the Administration in exceptional circumstances, all metal

sheaths and armour of cables shall be electrically continuous and shall be earthed.
Relaxation is permitted for limited instrumentation circuits where the manufacturers of the
devices require cable sheaths not to be earthed.
12.6.4.2 All electric cables and wiring external to equipment shall be at least of a
flame-retardant type and shall be so installed as not to impair their original flame-retarding
properties. Where necessary for particular applications, the Administration may permit the
use of special types of cables such as radio-frequency cables, which do not comply with the
foregoing.
To meet flame retardant characteristics cables should be at least in accordance with

BS 4066:Pt 1:1995, superseded in December 2004 – January 2005 by BS EN 60332 (Tests on
electric and optical fibre cables under fire conditions. Test for vertical flame propagation for a
single insulated wire or cable), or IEC 332-1:1993, superseded in October 2000 and July 2004
by IEC 60332. Consideration should be given to the arrangements of bunched cable runs to
ensure that their flame retarding characteristics are not impaired. Note: The use of unsuitable
paints, trunking, casings, etc may significantly affect the fire propagation characteristics of
cables. Builders proposals for fire stops in long runs of bunched cables should be considered,
unless the cables are totally enclosed in cable trunks. Long cable runs may, as a guidance
figure, be taken as those over 6m vertical, 14m horizontal. Where cables are installed in totally
enclosed cable trunks, derating may be necessary due to lack of ventilation.

12.6.4.3 Cables and wiring serving essential or emergency power, lighting, internal
communications or signals shall, as far as practicable, be routed clear of machinery spaces
and their casings and other areas of high fire risk. Where practicable, all such cables shall
be run in such a manner as to preclude their being rendered unserviceable by heating of the
bulkheads that may be caused by a fire in an adjacent space.
Cable runs should, as far as practicable, avoid routes which pass over or near the top of diesel
engines and oil-fired equipment, or near to hot surfaces e.g. diesel engine exhaust systems.
Where there is no alternative route, cables should be protected from heat and fire damage.
Such fire protection may be in the form of a steel plate or trunk, due account being taken of the
effects on cable rating, if appropriate.
12.6.4.4 Where cables which are installed in hazardous areas introduce the risk of fire or
explosion in the event of an electrical fault in such areas, special precautions against such
risks shall be taken to the satisfaction of the Administration.
Intrinsically safe circuits should not be run in the same multicore cable as non-intrinsically safe
circuits. Different intrinsically safe circuits should not be run in the same cable without special
consideration. The electrical parameters (capacitance, inductance and resistance) of cables for
intrinsically safe circuits should comply with the certification documents. Cables for intrinsically
safe circuits in new craft should be segregated from all non-intrinsically safe cables by at least
50mm throughout their length. In existing craft, arrangements without cable segregation can be
accepted provided that either the intrinsically safe cables or the non-intrinsically safe cables are
armoured (wire, braid or tape) or metal sheathed.
Cable for non-intrinsically safe circuits in the hazardous areas should be either:
.1 of the mineral insulated metal covered type or
.2 protected by electrically continuous metal sheathing or metallic wire armour, braid or

tape or
.3 enclosed in screwed heavy gauge steel solid drawn or seam welded and galvanised
conduit. The conduit should be made gas tight with respect to hazardous areas.
12.6.4.5 Cables and wiring shall be installed and supported in such manner as to avoid
chafing or other damage.
12.6.4.6 Terminations and joints in all conductors shall be so made as to retain the original
electrical, mechanical, flame-retarding and, where necessary, fire-resisting properties of
the cable.
12.6.5.1 Each separate circuit shall be protected against short circuit and against overload,
except as permitted in 12.5 or where the Administration may exceptionally otherwise permit.
Protective devices, either individually or in combination, should be capable of handling the

maximum short circuit current that may occur at the point of installation, allowing for all the
generators that can be running and connected, and including the contribution from all the
motors that can be expected to be running. The builder's calculations indicating compliance
with the foregoing should be considered. The operating times of protective devices provided for
any circuit should be such that faults will be isolated before the supply cable of the circuit has
been permanently damaged. An overload alarm should be provided for each circuit where
overload protection is omitted.

It is recommended that, where practicable, isolating devices which are not designed to break
current should be protected against inadvertent or malicious operation when the circuit is
carrying current e.g. by interlocking. As a minimum, a notice warning that the device should not
be opened under load should be displayed at the operating position.
12.6.5.2 The rating or appropriate setting of the overload protective device for each circuit
shall be permanently indicated at the location of the protective device.
12.6.6 Lighting fittings shall be so arranged as to prevent temperature rises which could
damage the cables and wiring, and to prevent surrounding material from becoming
excessively hot.
12.6.7 All lighting and power circuits terminating in a bunker or cargo space shall be
provided with a multiple-pole switch outside the space for disconnecting such circuits.
12.6.8.1 Accumulator batteries shall be suitably housed, and compartments used primarily
for their accommodation shall be properly constructed and efficiently ventilated.
Battery compartments and ventilation shall comply with the recommendations given in BS
8450:2006, Annex A, Code of practice for installation of electrical and electronic equipment in
ships. Note that this standard has superseded the IEE Regulations for the electrical and
electronic equipment of ships: 1990, (also see MGN 359(M) Electrical Equipment and
Instillation) or equivalent International Regulations.
12.6.8.2 Electrical or other equipment which may constitute a source of ignition of

flammable vapours shall not be permitted in these compartments except as permitted in
12.6.9.
12.6.8.3 Accumulator batteries shall not be located in crew accommodation.
12.6.9 No electrical equipment shall be installed in any space where flammable mixtures
are liable to collect, including those in compartments assigned principally to accumulator
batteries, in paint lockers, acetylene stores or similar spaces, unless the Administration is
satisfied that such equipment is:
.1 essential for operational purposes;
.2 of a type which will not ignite the mixture concerned;
.3 appropriate to the space concerned; and
.4 appropriately certified for safe usage in the dusts, vapours or gases likely to be
encountered.
Areas in which flammable mixtures are liable to collect include:
(a) those parts of special category spaces where electrical equipment is required by 7.8.7 to
be certified for use in explosive petrol/air mixtures. Perforated decks or platforms which are not
more that 60% solid and permit penetration of petrol gases downwards are not considered to be
decks on which vapour accumulate;
(b) ventilation trunks as required by 7.8.7.2
(c) battery compartments containing ventilated type batteries;

(d) compartments in which gas burning or welding cylinders are stored;
(e) compartments in which vapour from heated fuel oil may accumulate in normal
circumstances, eg non-mechanically ventilated spaces containing any part of a heated fuel
installation, including tanks;
(f) other compartments in which substances which might give off flammable vapours or
gases are stored such as paint stores.
Electrical equipment for use in spaces where flammable mixtures of petrol and heated fuel oil
are liable to collect, should be certified to at least apparatus group IIA and temperature class T3
as defined in BS 5345: Pt 1, superseded on 10 September 2003 by BS EN 60079-14 (Electrical
apparatus for explosive gas atmospheres. Electrical installations in hazardous areas (other
than mines)). The following types of equipment may be accepted in these spaces:
.1 Intrinsically safe Ex i
.2 Flameproof Ex d
.3 Increased safety Ex e
(except Motors)
Equipment which is required to be enclosed and protected to prevent discharge of sparks by

7.8.7.1, shall have a minimum degree of ingress protection to IP 55 in accordance with BS EN
60529 (Specification for degrees of protection provided by enclosures (IP code)).
It is recommended that electrical equipment and cables should not be installed in the ventilation
trunks referred to in 7.8.7.2. Where this cannot be avoided, adequate access for inspection and
maintenance should be provided.
Electrical equipment for use in battery compartments containing ventilated type batteries (see
(e) above) should be certified to at least apparatus group IIC, temperature class T1. Equipment
shall be confined to luminaires of flameproof type Ex d, or increased safety type Ex e and
intrinsically safe circuits.
Electrical equipment should not be installed in compartments in which gas burning or welding
cylinders are stored (see (d) above).
The appropriate apparatus group, temperature class and degree of ingress protection for
electrical equipment for use in compartments in which substances which might give off
flammable vapours or gases are stored such as paint stores (see (f) above) will depend on the
substances to be stored. To ensure that electrical equipment is suitable for use with all the
flammable mixtures to which it may be exposed, electrical equipment, certified to the highest
standard, (i.e. group IIC, temperature class T6 and degree of ingress protection IP 6X) should
be installed. The following types of equipment may be accepted in these spaces:
.1 Intrinsically safe Ex i
.2 Flameproof Ex d
.3 Increased safety Ex e
(luminaires only)
Only self-contained battery operated lamps or torches of a type that is certified safe shall be
provided for use in spaces where flammable mixtures are liable to collect. No facilities for
connecting portable electrical equipment should be provided in such spaces.
12.6.10 The following additional requirements from .1 to .7 shall be met, and requirements
from 8 to .13 shall be met also for non-metallic craft:

.1 The electrical distribution voltages throughout the craft may be either direct
current or alternating current and shall not exceed:
.1.1 500 V for cooking, heating and other permanently connected equipment;
and
.1.2 250 V for lighting, internal communications and receptacle outlets.
The Administration may accept higher voltages for propulsion purposes.
.2 For electrical power distribution, two-wire or three-wire systems shall be used.

Four-wire systems with neutral solidly earthed but without hull return may also
be used. Where applicable, the requirements for 7.5.6.4 or 7.5.6.5 shall also
be met.
.3 Effective means shall be provided so that voltage may be cut off from each and
every circuit and sub-circuit and from all apparatus as may be necessary to
prevent danger.
.4 Electrical equipment shall be so designed that the possibility of accidentally

touching live parts, rotating or moving parts as well as heated surfaces which
might cause burns or initiate fire is minimized.
.5 Electrical equipment shall be adequately secured. The probability of fire or

dangerous consequences arising from damage to electrical equipment shall be
reduced to an acceptable minimum.
.6 The rating or appropriate setting of the overload protective device for each
circuit shall be permanently indicated at the location of the protection device.
.7 Where it is impracticable to provide electrical protective devices for certain

cables supplied from batteries, e.g., within battery compartments and in engine
starting circuits, unprotected cable runs shall be kept as short as possible and
special precautions shall be taken to minimize risk of faults, e.g., use of single-
core cables with additional sleeve over the insulation of each core, with
shrouded terminals.
.8 In order to minimize the risk of fire, structural damage, electrical shock and
radio interference due to lightning strike or electrostatic discharge, all metal
parts of the craft shall be bonded together, in so far as possible in consideration
of galvanic corrosion between dissimilar metals, to form a continuous electrical
system, suitable for the earth return of electrical equipment and to connect the
craft to the water when water-borne. The bonding of isolated components
inside the structure is not generally necessary, except in fuel tanks.
.9 Each pressure refuelling point shall be provided with a means of bonding the
fuelling equipment to the craft.
.10 Metallic pipes capable of generating electrostatic discharges, due to the flow of
liquids and gases, shall be bonded so as to be electrically continuous
throughout their length and shall be adequately earthed.

.11 Primary conductors provided for lightning discharge currents shall have a
minimum cross-section of 70 mm2 in copper or equivalent surge-carrying
capacity in aluminium.
.12 Secondary conductors provided for the equalization of static discharges,

bonding of equipment, etc., but not for carrying lightning discharges shall have
a minimum cross-section of 5 mm2 copper of equivalent surge current carrying
capacity in aluminium.
.13 The electrical resistance between bonded objects and the basic structure shall
not exceed 0.02 Ohm, except where it can be demonstrated that a higher
resistance will not cause a hazard. The bonding path shall have sufficient
cross-sectional area to carry the maximum current likely to be imposed on it
without excessive voltage drop.

12.7 General
12.7.1 Separation and duplication of electrical supply shall be provided for duplicated
consumers of essential services. During normal operation the systems may be connected to
the same power-bus, but facilities for easy separation shall be provided. Each system shall
be able to supply all equipment necessary to maintain the control of propulsion, steering,
stabilization, navigation, lighting and ventilation, and allow starting of the largest essential
electric motor at any load. Automatic load-dependent disconnection of non-essential
consumers may be allowed.
12.7.2 Emergency source of electrical power
Where the main source of electrical power is located in two or more compartments which are
not contiguous, each of which has its own self-contained systems, including power
distribution and control systems, completely independent of each other and such that a fire
or other casualty in any one of the spaces will not affect the power distribution from the
others, or to the services required by 12.7.3 or 12.7.4, the requirements of 12.3.1, 12.3.2
and 12.3.4 may be considered satisfied without an additional emergency source of electrical
power, provided that:
.1 there is at least one generating set, meeting the requirements of 12.3.12 and of
sufficient capacity to meet the requirements of 12.7.3 or 12.7.4 in each of at
least two non-contiguous spaces;
.2 the arrangements required by .1 in each such space are equivalent to those

required by 12.3.6.1, 12.3.7 to 12.3.11 and 12.4 so that a source of electrical
power is available at all times to the services required by 12.7.3 or 12.7.4; and
.3 the generator sets referred to in .1 and their self-contained systems are

installed such that one of them remains operable after damage or flooding in
any one compartment.
12.7.3 For category A craft, the emergency source of power shall be capable of supplying
simultaneously the following services:
.1 for a period of 5 h emergency lighting:

.1.1 at the stowage, preparation, launching and deployed positions of survival
craft and equipment for embarkation into those craft;
.1.2 at all escape routes, such as alleyways, stairways, exits from

accommodation and service spaces, embarkation points, etc.;
.1.3 in the public spaces;
.1.4 in the machinery spaces and main emergency generator spaces,

including their control positions;
.1.5 in control stations;
.1.6 at the stowage positions for firemen's outfits; and
.1.7 at the steering gear;
.2 for a period of 5 h;
.2.1 main navigation lights, except for "not under command" lights;
.2.2 electrical internal communication equipment for announcements for

passengers and crew required during evacuation;
.2.3 fire-detection and general alarm system and manual fire alarms; and
.2.4 remote control devices of fire-extinguishing systems, if electrical;
.3 for a period of 4 h of intermittent operation:
.3.1 the daylight signalling lamps, if they have no independent supply from
their own accumulator battery; and
.3.2 the craft's whistle, if electrically driven;
.4.1 craft radio facilities and other loads as set out in 14.13.2; and
.4.2 essential electrically powered instruments and controls for propulsion

machinery, if alternate sources of power are not available for such
devices;
.5 for a period of 12 h, the "not under command" lights; and
.6 for a period of 10 min, power drives for directional control devices, including
those required to direct thrust forward and astern, unless there is a manual
alternative acceptable to the Administration as complying with 5.2.3.
12.7.4 For category B craft, the electrical power available shall be sufficient to supply all
those services that are essential for safety in an emergency, due regard being paid to such
services as may have to be operated simultaneously. The emergency source of electrical
power shall be capable, having regard to starting currents and the transitory nature of certain

loads, of supplying simultaneously at least the following services for the periods specified
hereinafter, if they depend upon an electrical source for their operation:
.1 for a period of 12 h, emergency lighting:
.1.1 at the stowage, preparation, launching and deployed positions of survival

craft and equipment for embarkation into those craft;

.1.3 in the passenger compartments;
.1.4 in the machinery spaces and main emergency generating spaces

including their control positions;
.1.6 at the stowage positions for firemen's outfits; and
.2 for a period of 12 h:
.2.1 the navigation lights, and other lights required by International

Regulations for Preventing Collisions at Sea in force;
.2.2 electrical internal communication equipment for announcements for

passengers and crew required during evacuation;
.3 for a period of 4 h on intermittent operation:
.4.1 the navigational equipment as required by chapter 13. Where such

provision is unreasonable or impracticable, the Administration may waive
this requirement for craft of less than 5,000 gross tonnage;

devices;
.4.3 one of the fire pumps required by 7.7.5.1;
.4.4 the sprinkler pump and drencher pump, if fitted;

.4.5 the emergency bilge pump and all the equipment essential for the
operation of electrically powered remote controlled bilge valves as
required by chapter 10; and
.4.6 craft radio facilities and other loads as set out in 14.13.2;
.5 for a period of 30 min, any watertight doors, required by chapter 2 to be power-

operated, together with their indicators and warning signals;
.6 for a period of 10 min, power drives for directional control devices including
12.7.5 Transitional source of emergency electrical power
The transitional source of emergency electrical power required by 12.3.6.1.3 may consist of
an accumulator battery suitably located for use in an emergency which shall operate without
recharging while maintaining the voltage of the battery throughout the discharge period
within 12% above or below its nominal voltage and be of sufficient capacity and so arranged
as to supply automatically in the event of failure of either the main or emergency source of
electrical power at least the following services, if they depend upon an electrical source for
their operation:
.1 for a period of 30 min, the load specified in 12.7.3.1, .2 and .3, or in 12.7.4.1, .2
and .3; and
.2 with respect to the watertight doors:
.2.1 power to operate the watertight doors, but not necessarily simultaneously,
unless an independent temporary source of stored energy is provided.
The power source shall have sufficient capacity to operate each door at
least three times, i.e. closed-open-closed, against an adverse list of 15°;
and
.2.2 power to the control, indication and alarm circuits for the watertight doors
for half an hour.
12.7.6 The requirements of 12.7.5 may be considered satisfied without the installation of a
transitional source of emergency electrical power if each of the services required by that
paragraph have independent supplies, for the period specified, from accumulator batteries
suitably located for use in an emergency. The supply of emergency power to the
instruments and controls of the propulsion and direction systems shall be uninterruptible.
An indicator shall be provided in the operating compartment to indicate when such independent
batteries are being discharged (see 12.3.9).
12.7.7 In category A craft having limited public spaces, emergency lighting fittings of the
type described in 12.7.9.1 as meeting the requirements of 12.7.3.1 and 12.7.5.1 may be
accepted, provided that an adequate standard of safety is attained.
12.7.8 Provisions shall be made for the periodic testing of the complete emergency system,
including the emergency consumers required by 12.7.3 or 12.7.4 and 12.7.5, and shall
include the testing of automatic starting arrangements.

12.7.9 In addition to the emergency lighting required by paragraph 12.7.3.1, 12.7.4.1

and 12.7.5.1 on every craft with ro-ro spaces:
.1 all passenger public spaces and alleyways shall be provided with

supplementary electric lighting that can operate for at least 3 h when all other
sources of electric power have failed and under any condition of heel. The
illumination provided shall be such that the approach to the means of escape
can be readily seen. The source of power for the supplementary lighting shall
consist of accumulator batteries located within the lighting units that are
continuously charged, where practicable, from the emergency switchboard.
Alternatively, any other means of lighting, which is at least as effective, may be
accepted by the Administration. The supplementary lighting shall be such that
any failure of the lamp will be immediately apparent. Any accumulator battery
provided shall be replaced at intervals having regard to the specified service life
in the ambient condition that it is subject to in service; and
.2 a portable rechargeable battery-operated lamp shall be provided in every crew

space alleyway, recreational space and every working space which is normally
occupied unless supplementary emergency lighting, as required by .1, is
provided.
12.7.10 Distribution systems shall be so arranged that fire in any main vertical zone will not
interfere with services essential for safety in any other such zone. This requirement will be
met if main and emergency feeders passing through any such zone are separated both
vertically and horizontally as widely as is practicable.
Cable penetrations through bulkheads which are required to be fire resistant and/or watertight
should be made using cable transits which have been approved for this purpose.
12.8 General
12.8.1 Separation and duplication of electrical supply shall be provided for duplicated
consumers of essential services. During normal operation these consumers may be
connected to the same power-bus directly or via distribution boards or group starters, but
shall be separated by removable links or other approved means. Each power-bus shall be
able to supply all equipment necessary to maintain the control of propulsion, steering,
stabilization, navigation, lighting and ventilation, and allow starting of the largest essential
electric motor at any load. However, having regard to 12.1.2, partial reduction in the
capability from normal operation may be accepted. Non-duplicated consumers of essential
services connected to the emergency switchboard directly or via distribution boards may be
accepted. Automatic load-dependent disconnection of non-essential consumers may be
allowed.
12.8.2 Emergency source of electrical power

12.8.2.1 Where the main source of electrical power is located in two or more compartments
which are not contiguous, each of which has its own self-contained systems, including power
distribution and control systems, completely independent of each other and such that a fire
or other casualty in any one of the spaces will not affect the power distribution from the
others, or to the services required by 12.8.2.2, the requirements of 12.3.1, 12.3.2 and 12.3.4
may be considered satisfied without an additional emergency source of electrical power,
provided that:
.1 there is at least one generating set, meeting the requirements of 12.3.12 and
each of sufficient capacity to meet the requirements of 12.8.2.2, in each of at
least two non-contiguous spaces;
.2 the arrangements required by .1 in each such space are equivalent to those

required by 12.3.6.1, 12.3.7 to 12.3.11 and 12.4 so that a source of electrical
power is available at all times to the services required by 12.8.2; and
.3 the generator sets referred to in .1 and their self-contained systems are

installed in accordance with 12.3.2.
12.8.2.2 The electrical power available shall be sufficient to supply all those services that
are essential for safety in an emergency, due regard being paid to such services as may
have to be operated simultaneously. The emergency source of electrical power shall be
capable, having regard to starting currents and the transitory nature of certain loads, of
supplying simultaneously at least the following services for the periods specified hereinafter,
if they depend upon an electrical source for their operation:
.1 for a period of 12 h, emergency lighting;
.1.1 at the stowage positions of life-saving appliances;

.1.3 in public spaces, if any;
.1.4 in the machinery spaces and main emergency generator spaces including
their control positions;
.1.6 at the stowage positions for fire-fighter's outfits; and
.2.1 the navigation lights, and other lights required by the International
Regulations for Preventing Collisions at Sea in force;
.2.2 electrical internal communication equipment for announcements during

evacuation;

.3 for a period of 4 h of intermittent operation;
.4.1 the navigational equipment as required by chapter 13. Where such

provision is unreasonable or impracticable, the Administration may waive
this requirement for craft of less than 5,000 gross tonnage;

devices;
.4.3 one of the fire pumps required by 7.7.5.1;
.4.4 the sprinkler pump and drencher pump, if fitted;
.4.5 the emergency bilge pump and all the equipment essential for the
operation of electrically powered remote controlled bilge valves as
required by chapter 10; and
.4.6 craft radio facilities and other loads as set out in 14.13.2;
.5 for a period of 10 min, power drives for directional control devices, including
12.8.2.3 Provision shall be made for the periodic testing of the complete emergency system,
including the emergency consumers required by 12.8.2.2 and shall include the testing of
automatic starting arrangements.
12.8.2.4 Where the emergency source of electrical power is a generator, a transitional

source of emergency power shall be provided according to 12.8.3, unless the automatic
starting system and the characteristics of the prime mover are such as to permit the
emergency generator to carry its full rated load as quickly as is safe and practicable, subject
to a maximum of 45 s.
12.8.3 Transitional source of emergency electrical power
The transitional source of emergency electrical power required by 12.8.2.4 may consist of an
accumulator battery suitably located for use in an emergency which shall operate without
recharging while maintaining the voltage of the battery throughout the discharge period
within 12% above or below its nominal voltage and be of sufficient capacity and so arranged

as to supply automatically, in the event of failure of either the main or emergency source of
electrical power, at least the following services, if they depend upon an electrical source for
their operation:
.1 for a period of 30 min, the load specified in 12.8.2.2.1, .2 and .3; and
.2 with respect to watertight doors:
.2.1 power to operate the watertight doors, but not necessarily simultaneously,
unless an independent temporary source of stored energy is provided.
The power source shall have sufficient capacity to operate each door at
least three times, i.e. closed-open-closed, against an adverse list of 15º;
and
.2.2 power to the control, indication and alarm circuits for the watertight doors
for half an hour.

CHAPTER 13
SHIPBORNE NAVIGATIONAL SYSTEMS AND EQUIPMENT AND

VOYAGE DATA RECORDERS

electromagnetic disturbance shall meet the requirements of EU Directive 89/336/EEC, ,
13.1 General
13.1.1 This chapter covers items of equipment which relate to the navigation of the craft as
distinct from the safe functioning of the craft. The following paragraphs set out the minimum
requirements.
13.1.2 The equipment and its installation shall be to the satisfaction of the Administration.
The Administration shall determine to what extent the provisions of this chapter do not apply
to craft below 150 gross tonnage.
In accordance with this Code, navigational equipment must conform to appropriate

performance standards not inferior to those adopted by the IMO.
(Required Standards are specified in a table at the end of this Chapter).
Unless indicated otherwise, the standards specified for navigational equipment on United
Kingdom HSC are the English Language version of the relevant European Standards
published by the British Standards Institute (BSI) and have the status of a British Standard.
These standards are in full agreement with the relevant Resolutions of the IMO.
Equipment conforming to the relevant British Standard in force immediately prior to

publication of the European Standard may continue to be installed until further notice. That
is, any reference to BS 7474 (echo-sounding equipment), for example, may be read as a
reference to BS EN ISO 9875 (Marine echo-sounding equipment).
Until further notice, in view of the non-availability of new European Standards agreeing with
Resolutions A.821(19) (Gyro-Compasses for High-Speed Craft) or A.820(19) (Radar

Equipment for High-Speed Craft), equipment conforming with the European Standard
specified is to be installed.
The MCA advises that navigational equipment installed on United Kingdom HSC which is not
the subject of a carriage requirement through the application of the HSC Code, but for which
international standards have been developed should conform to those standards.
Reference should be also made to the following Annexes in the MCA publication Safety of
Navigation Implementing SOLAS Chapter V, 2002 (2nd Edition June 2007) or subsequent
amendments:
Annex 19 High Speed Craft Code - Chapter 13 Navigational equipment
Annex 20 Inspection and Survey of Navigational Equipment
13.1.3 The information provided by navigational systems and equipment shall be so

displayed that the probability of misreading is reduced to a minimum. Navigational systems
and equipment shall be capable of giving readings to an optimum accuracy.
13.2 Compasses
13.2.1 Craft shall be provided with a magnetic compass which is capable of operating
without electrical supply, and which may be used for steering purposes. This compass shall
be mounted in a suitable binnacle containing the required correcting devices and shall be
suitable for the speed and motion characteristics of the craft.
13.2.2 The compass card or repeater shall be capable of being easily read from the
position at which the craft is normally controlled.
13.2.3 Each magnetic compass shall be properly adjusted and its table or curve of
residual deviations shall be available at all times.
Refer to Annex 13 Magnetic Compasses and Annex 20.5 Magnetic Compasses of MCA
publication Safety of Navigation Implementing SOLAS Chapter V, 2002 (2nd Edition June
2007) or subsequent amendments operating, maintaining and testing of magnetic
compasses.
13.2.4 Care shall be taken in siting a magnetic compass or magnetic sensing element so
that magnetic interference is eliminated or minimized as far as is practicable.
13.2.5 Passenger craft certified to carry 100 passengers or less shall, in addition to the
compass required by 13.2.1, be provided with a properly adjusted transmitting heading
device, suitable for the speed and motion characteristics and area of operation of the craft,
capable of transmitting a true heading reference to other equipment.
13.2.6 Passenger craft certified to carry more than 100 passengers and cargo craft shall,
in addition to the compass required in 13.2.1, be provided with a gyro-compass which shall
be suitable for the speed and motion characteristics and area of operation of the craft.
13.3 Speed and distance measurement
13.3.1 Craft shall be provided with a device capable of indicating speed and distance.
13.3.2 Speed- and distance-measuring devices on craft fitted with an automatic radar
plotting aid (ARPA) or automatic tracking aid (ATA) shall be capable of measuring speed
and distance through the water.

13.4 Echo-sounding device
Non-amphibious craft shall be provided with an echo-sounding device which will give an
indication of depth of water to a sufficient degree of accuracy for use when the craft is in the
displacement mode.
The echo-sounding device must be capable of effective operation at full operational speed.
13.5 Radar installations
The ARPA should be operated with caution and in such a way that the ARPA is given
sufficient time to settle into a steady state. When navigating at high speed, in reduced
visibility or in areas of high traffic density, the risk of collision should be regularly checked by
all available means and data obtained from the ARPA should be treated with caution and
not relied upon implicitly. An operator should be aware that it is possible to travel faster than
is appropriate in relation to the refresh time. The bearing rate change should be monitored
as documented in Rule 7 of the Collision Regulations.
13.5.1 Craft shall be provided with at least one azimuth-stabilized radar operating on 9
GHz.
13.5.2 Craft of 500 gross tonnage and upwards or craft certified to carry more than 450
passengers shall also be provided with a 3 GHz radar or where considered appropriate by
the Administration, a second 9 GHz radar or other means to determine and display the
range and bearing of other surface craft, obstructions, buoys, shorelines and navigational
marks to assist in navigation and in collision avoidance, which are functionally independent
of those referred to in 13.5.1.
13.5.3 At least one radar shall be provided with facilities for an ARPA or ATA suitable for
the motion and speed of the craft.
13.5.4 Adequate communication facilities shall be provided between the radar observer
and the person in immediate charge of the craft.
13.5.5 Each radar installation provided shall be suitable for the intended craft speed,
motion characteristics and commonly encountered environmental conditions.
13.5.6 Each radar installation shall be mounted so as to be as free as practicable from

vibration.
13.6 Electronic positioning systems
Craft shall be provided with a receiver for a global navigation satellite system or a terrestrial
radio navigation system, or other means, suitable for use at all times throughout the
intended voyage to establish and update the craft’s position by automatic means.
13.7 Rate-of-turn indicator and rudder angle indicator
13.7.1 Craft of 500 gross tonnage or upwards shall be provided with a rate-of-turn
indicator. A rate-of-turn indicator shall be provided in craft of less than 500 gross tonnage if
the test according to annex 9 shows that the turn rate can exceed safety level 1.

13.7.2 Craft shall be provided with an indicator showing the rudder angle. In craft without
a rudder, the indicator shall show the direction of steering thrust.
13.8 Nautical charts and nautical publications
13.8.1 Craft shall be provided with nautical charts and nautical publications to plan and
display the ship’s route for the intended voyage and to plot and monitor positions throughout
the voyage; an electronic chart display and information system (ECDIS) may be accepted as
meeting the chart carriage requirements of this paragraph.
13.8.2 High-speed craft shall be fitted with an ECDIS as follows:
.1 craft constructed on or after 1 July 2008;
.2 craft constructed before 1 July 2008, not later than 1 July 2010.
13.8.3 Back-up arrangements shall be provided to meet the functional requirements

of 13.8.1, if this function is partly or fully fulfilled by electronic means.
13.9 Searchlight and daylight signalling lamp
13.9.1 Craft shall be provided with at least one adequate searchlight, which shall be
controllable from the operating station.
13.9.2 One portable daylight signalling lamp shall be provided and maintained ready for
use in the operating compartment at all times.
13.10 Night vision equipment
When operational conditions justify the provision of night vision equipment, such equipment
shall be provided.
Night vision equipment has limitations, particularly weather-related problems. Ambient light
conditions and background lights reduce effectiveness in pilotage situations. A dedicated
observer must be appointed and the night vision monitor should be manned at all times the
craft is in operation in conditions where night vision equipment is deemed to be required. (ie:
an additional person to the navigating team).
The MCA will assess the need for carriage of this equipment on a case by case basis taking
account of the Collisions Regulations, Rule 6 on Safe Speeds.
13.11 Steering arrangement and propulsion indicator(s)
13.11.1 The steering arrangement shall be so designed that the craft turns in the same
direction as that of the wheel, tiller, joystick or control lever.
13.11.2 Craft shall be provided with means to show the mode of the propulsion system(s).
13.11.3 Craft with emergency steering positions shall be provided with arrangements for
supplying visual compass readings to the emergency steering position.
13.12 Automatic steering aid (automatic pilot)

13.12.1 Craft shall be provided with an automatic steering aid (automatic pilot).
High Speed Craft employed on short routes in enclosed waters are not required to be fitted
with an autopilot. This is because of the length and nature of the crossing together with the
amount of traffic they may encounter means that an autopilot would not be used. Refer also
to 13.1.2 of the Code. (MSC/Circ.1102)
13.12.2 Provision shall be made to change from the automatic to manual mode by a
manual override.
It should be possible to automatically and immediately override the autopilot to establish

human control of the craft’s steering by any movement of the manual steering controls.
Reference should be made to the Recommendation on Performance Standards for
Automatic Pilots, adopted by the Organisation by resolution A.342(IX) (for vessels travelling
less than 30 knots) and A.822(19) (for vessels travelling greater than 30 knots.)
13.13 Radar reflector
If practicable, craft of 150 gross tonnage or below shall be provided with a radar reflector, or
other means, to assist detection by ships navigating by radar at both 9 GHz and 3 GHz.
13.14 Sound reception system
When the craft’s bridge is totally enclosed and unless the Administration determines
otherwise, craft shall be provided with a sound reception system, or other means, to enable
the officer in charge of the navigational watch to hear sound signals and determine their
direction.
13.15 Automatic identification system
13.15.1 Craft shall be provided with an automatic identification system (AIS).
AIS is a carriage requirement for all seagoing passenger ships on international voyages.
Vessels on domestic seagoing voyages of 300 gross tonnage or less may be exempted from
the requirement. Note that The Merchant Shipping (Vessel Traffic Monitoring and Reporting
Requirements) Regulations 2004, S.I. 2004 No. 2110, as amended, and MSN1795(M)
Revised Carriage Requirements for Automatic Identification Systems (AIS) will need to be
followed where appropriate in this respect.
13.15.2 AIS shall:
.1 provide automatically to appropriately equipped shore stations, other vessels

and aircraft information, including the craft’s identity, type, position, course,
speed, navigational status and other safety-related information;
.2 receive automatically such information from similarly fitted vessels;
.3 monitor and track vessels; and
.4 exchange data with shore based facilities.
13.15.3 The requirements of 13.15.2 shall not apply where international agreements,
rules or standards provide for the protection of navigational information.

13.15.4 AIS shall be operated taking into account the guidelines adopted by the
Organization.
Refer to IMO Resolution A.917(22) Guidelines for operational use of ship-borne AIS as
amended by Resolution A.956.(23) and MSC.74(69). See also MSN 1795(M) Revised
Carriage Requirements for AIS, MGN 321(M) AIS on Double Ended Passenger Ferries, and
MGN 324 Radio: Operational Guidance on the Use of VHF Radio and Automatic
Identification Systems (AIS) at Sea, or subsequent amendments.
Long-Range Identification and Tracking (LRIT)

According to SOLAS Chapter V Regulation 19-1 - Long-Range Identification and Tracking of
Ships, vessels required to transmit long range identification and tracking of ships (LRIT)
messages when on international voyages are:
.1 passenger carrying high speed craft
.2 cargo high-speed craft of 300 gross tonnage and upwards.
Ships shall be fitted with a system to automatically transmit the information specified in MIN
301(M) (Long-Range Identification and Tracking of Ships (LRIT)) as follows:
.1 ships constructed on or after 31 December 2008;
.2 ships constructed before 31 December 2008 and certified for operations:
.2.1 in sea areas A1 and A2, as defined in regulations IV/2.1.12 andIV/2.1.13; or
.2.2 in sea areas Al, A2 and A3, as defined in regulations IV/2.1.12, IV/2.1.13 and
IV/2.1.14;
not later than the first survey of the radio installation after 31 December 2008;
.3 ships constructed before 31 December 2008 and certified for operations in sea areas
Al, A2, A3 and A4, as defined in regulations IV/2.1.12, IV/2.1.13, IV/2.1.14 and
IV/2.1.15, not later than the first survey of the radio installation after 1 July 2009.
However, these ships shall comply with the provisions of subparagraph .2 above
whilst they operate within sea areas A1, A2 and A3.
.4 Ships, irrespective of the date of construction, fitted with an automatic identification
system (AIS), as defined in regulation 19.2.4, and operated exclusively within sea
area A1, as defined in regulation IV/2.1.12, shall not be required to comply with the
provisions of this regulation.
The information to be automatically transmitted and other details relating to LRIT is
described in MSN1812(M) SOLAS Chapter V MCA’s 2002 Publication Amendments to
SOLAS Chapter V and MIN 343(M+F) Changes to MCA’s 2002 SOLAS V Publication
Arising Out Of Amendments to SOLAS Chapter V. Refer also to the Performance standards
and functional requirements for the long-range identification and tracking of ships, IMO
Resolution MSC.263(84).
Note that while many UK craft will be exempt under .4 above, this will not be so for all UK
craft.
Note also that The Merchant Shipping (Vessel Traffic Monitoring and Reporting
Requirements) Regulations 2004, S.I. 2004 No. 2110, as amended, will need to be followed
where appropriate.
13.16 Voyage data recorder

13.16.1 To assist in casualty investigations, passenger craft irrespective of size and cargo
craft of 3,000 gross tonnage and upwards shall be provided with a voyage data recorder
(VDR).
13.16.2 The voyage data recorder system, including all sensors, shall be subjected to an
annual performance test. The test shall be conducted by an approved testing or servicing
facility to verify the accuracy, duration and recoverability of the recorded data. In addition,
tests and inspections shall be conducted to determine the serviceability of all protective
enclosures and devices fitted to aid location. A copy of the certificate of compliance issued
by the testing facility, stating the date of compliance and the applicable performance
standards, shall be retained on board the craft.
Refer to guidelines in IMO Resolution A.861(20) (Recommendation and Performance

Standards for voyage data recorders), amended by MSC.214(81) effective 1 June 2008.
The VDR is required to record (amongst other items) the following data: date and time,
ship’s position, speed, heading, bridge audio, communications audio, radar data, echo
sounder, main alarms, rudder order and response, hull openings status, watertight and fire
door status, acceleration and hull stresses (if fitted), wind speed and direction (if fitted).
Under current EC legislation all RoRo passenger ships on seagoing routes are required to fit
VDR. S-VDR is not acceptable for these vessels.
Passenger vessels on Domestic Voyages in sea areas other than those covered by EU
Class A need not carry VDR, those of 300 gross tonnage or more will require exemption; it is
proposed to make suitable regulatory changes to exempt these vessels.
All Seagoing Domestic Passenger Ro-Ro or High speed craft, of any size of EU Class A,
and those operating in equivalent sea areas; are required to carry VDR.
All types of Seagoing Domestic Passenger Vessels of 300 Gross Tonnage and over of EU
Class A, and those operating in equivalent sea areas; are required to carry VDR.
13.17 Approval of systems and equipment, and performance standards
13.17.1 All equipment to which this chapter applies shall be of a type approved by the
Administration. Such equipment shall conform to performance standards not inferior to
those adopted by the Organization.
The performance requirements of European standards are in full agreement with the
relevant Resolutions of the IMO, are identical to the relevant standards published by the
International Electrotechnical Committee (IEC) or the International Organisation for
Standardisation (ISO) and the British Standard in force at the time of publication for the
equipment concerned. All equipment must also meet the general requirements specified in
BS EN 60945 and, where appropriate, be provided with a digital interface conforming with
BS EN 61162-1.
13.17.2 The Administration shall require that manufacturers have a quality control system
audited by a competent authority to ensure continuous compliance with the type approval
conditions. Alternatively, the Administration may use final product verification procedures
where compliance with the type approval certificate is verified by a competent authority
before the product is installed on board craft.
13.17.3 Before giving approval to navigational systems or equipment embodying new

features not covered by this chapter, the Administration shall ensure that such features
support functions at least as effective as those required by this chapter.

13.17.4 When equipment, for which performance standards have been developed by the
Organization, is carried on craft in addition to those items of equipment required by this
chapter, such additional equipment shall be subject to approval and shall, as far as
practicable, comply with performance standards not inferior to those adopted by the
Organization.*
* Refer to the table below which presents the content of the Code footnote in a tabular
format.
#
In the table below indicates that this equipment falls under the Marine Equipment Directive.

Standard for Navigational equipment:
Equipment IMO RESOLUTION EUROPEAN

STANDARD
Magnetic Compass (Steering)# A.382(X) BS MA 2 Part 2:

1969 superseded
by BS EN ISO
613 15 August
2000
Gyro Compass# A.821(19) BS EN ISO 8728
Marine Transmitting Magnetic Heading MSC.86(70) annex 2
Devices (TMHDs) & including now superseded by
electromagnetic (Fluxgate) Compasses# MSC.116(73)
effective 1 July 2002,
annex 2 now
superceded by
MSC.166(78) on 20
May 2004
Navigational radar# A.820(19) BS EN 60936-2
Echo Sounder# A.224(VII) as BS EN ISO 9875
amended by
MSC.74(69) annex2
effective 1 January
2002
Speed and Distance Measuring A.824(19) as amended BS EN 61023
Equipment# MSC.96(72) effective 1
July 2002
refer to A.694(17)
Automatic Radar Plotting Aid (ARPA)# A.422(XI) amended by BS EN 60872-1
A.823(19)
refer to A.477(XII)
Rate of Turn Indicator# A.526(13)
refer to A.281(VIII)
Automatic Steering Aids (Automatic A342(IX) and
Pilots)# A.822(19)
Loran-C and Chayka Receivers# A.818(19) BS EN 61075
Global Positioning System (GPS) A.819(19) as
Receiver Equipment# amended by
MSC.112(73)
effective 1 July 2003
GLONASS Receiver Equipment# MSC.53(66) amended
by MSC.113(73)
DGPS and DGLONASS Maritime Radio MSC.64(67) as
Beacon Receiver Equipment amended by
MSC.114(73),

effective 1 July 2003.
Refer to A.477(XII) for
backup requ’ts (annex
5)
Combined GPS/GLONASS Receiver MSC.74(69) annex 1
Equipment# as amended by
MSC.115(73)
Auto tracking MSC.64(67) Annex 4
Appendix 1
Electronic Chart Display and Information A.817(19) as IEC 61174,
System (ECDIS) # amended by IEC 60945
MSC.232(82). IEC 61162-1
Night Vision Equipment for HSC MSC.94(72)
Daylight Signalling Lamps MSC.95(72)
Automatic Identification System# MSC 74(69) and
Res.A.917(22)
amended by
A.956(23)
Voyage Data Recorder# A861(20) and MSC
163(78) amended by
MSC.214(81)
effective 1 June 2008

CHAPTER 14
RADIOCOMMUNICATIONS

Electrical and electronic equipment fitted to Community Craft that may either generate or be
affected by electromagnetic disturbance shall meet the requirements of EU Directive
89/336/EEC , repealed by 2004/108/EC of 15 December 2004. Equipment complying with
this directive should have an EC mark or CE marking in accordance with EU Directives
2004/108/EC of 15 December 2004 or 93/68/EEC (with Corrigendum dated 30 August
1993), as amended.
Reference should be made to the Instruction to Surveyors of Radio Installation of GMDSS

ships (MSIS 5).
14.1 Application
14.1.1 Unless expressly provided otherwise, this chapter applies to all craft specified in
1.3.1 and 1.3.2.
14.1.2 This chapter does not apply to craft to which this Code would otherwise apply while
such craft are being navigated within the Great Lakes of North America and their connecting
and tributary waters as far east as the lower exit of the St. Lambert Lock at Montreal in the
Province of Quebec, Canada.*
* Such craft are subject to special requirements relative to radio safety purposes, as contained in the relevant
agreement between Canada and the United States.
14.1.3 No provision in this chapter shall prevent the use by any craft, survival craft or person
in distress of any means at their disposal to attract attention, make known their position and
obtain help.
14.2 Terms and definitions
14.2.1 For the purpose of this chapter, the following terms shall have the meanings defined
below:
.1 "Bridge-to-bridge communications" means safety communications between

craft and ships from the position from which the craft is normally navigated.

.2 "Continuous watch" means that the radio watch concerned shall not be
interrupted other than for brief intervals when the craft's receiving capability is
impaired or blocked by its own communications or when the facilities are
under periodical maintenance or checks.
.3 "Digital selective calling (DSC)" means a technique using digital codes which
enables a radio station to establish contact with, and transfer information to,
another station or group of stations, and complying with the relevant
recommendations of the International Telecommunication Union
Radiocommunication Sector (ITU-R).
.4 "Direct-printing" telegraphy means automated telegraphy techniques which

comply with the relevant recommendations of the International
Telecommunication Union Radiocommunication Sector (ITU-R).
.5 "General radiocommunications" means operational and public

correspondence traffic other than distress, urgency and safety messages,
conducted by radio.
.6 "Global Maritime Distress and Safety System (GMDSS) Identities" means

maritime mobile services identity, the craft's call sign, Inmarsat identities and
serial number identity which may be transmitted by the craft's equipment and
used to identify the craft.
.7 "Inmarsat" means the Organization established by the Convention on the

International Maritime Satellite Organization (Inmarsat) adopted on
3 September 1976.
.8 "International NAVTEX" service means the co-ordinated broadcast and

automatic reception on 518 kHz of maritime safety information by means of
narrow-band direct-printing telegraphy using the English language.*
* Refer to the NAVTEX Manual approved by the Organisation.
.9 "Locating" means the finding of the ships, craft, aircraft, units or persons in
distress.
.10 "Maritime safety information" means navigational and meteorological

warnings, meteorological forecasts and other urgent safety-related messages
broadcast to ships and craft.
.11 "Polar orbiting satellite service" means a service which is based on polar
orbiting satellites which receive and relay distress alerts from satellite EPIRBs
and which provides their position.
.12 "Radio Regulations" mean the Radio Regulations annexed to, or regarded as
being annexed to, the most recent International Telecommunication
Convention which is in force at any time.
.13 "Sea area A1" means an area within the radiotelephone coverage of at least
one VHF coast station in which continuous DSC alerting is available, as may
be defined by a Contracting Government to the Convention*.
* Refer to the Provision of radio services for the global maritime distress and safety system (GMDSS,
adopted by the Organization by resolution A.801(19).

.14 "Sea area A2" means an area, excluding sea area Al, within the
radiotelephone coverage of at least one MF coast station in which continuous
DSC alerting is available, as may be defined by a Contracting Government to
the Convention.
.15 "Sea area A3" means an area, excluding sea areas A1 and A2, within the
coverage of an Inmarsat geostationary satellite in which continuous alerting is
available.
.16 "Sea area A4" means an area outside sea areas Al, A2 and A3.
14.2.2 All other terms and abbreviations which are used in this chapter and which are
defined in the Radio Regulations and in the International Convention on Maritime Search
and Rescue (SAR), 1979, as it may be amended, shall have the meanings as defined in
those Regulations and the SAR Convention.
14.3 Exemptions
14.3.1 It is considered highly desirable not to deviate from the requirements of this
chapter; nevertheless the Administration, in conjunction with the base port State, may grant
partial or conditional exemptions to individual craft from the requirements of 14.7 to 14.11
provided:
.1 such craft comply with the functional requirements of 14.5; and
.2 the Administration has taken into account the effect such exemptions may
have upon the general efficiency of the service for the safety of all ships and
craft.
14.3.2 An exemption may be granted under 14.3.1 only:
.1 if the conditions affecting safety are such as to render the full application of
14.7 to 14.11 unreasonable or unnecessary; or
.2 in exceptional circumstances, for a single voyage outside the sea area or sea
areas for which the craft is equipped.
14.3.3 Each Administration shall submit to the Organization, as soon as possible after the
first of January in each year, a report showing all exemptions granted under 14.3.1 and
14.3.2 during the previous calendar year and giving the reasons for granting such
exemptions.
14.4 Global Maritime Distress and Safety System Identities
14.4.1 This section applies to all craft on all voyages.
14.4.2 Each Administration undertakes to ensure that suitable arrangements are made for
registering Global Maritime Distress and Safety System (GMDSS) Identities and for making
information on these identities available to Rescue Co-ordination Centres on a 24-hour
basis. Where appropriate, international organizations maintaining a registry of these
identities shall be notified by the Administration of these assignments.
14.5 Functional requirements

14.5.1 Every craft, while at sea, shall be capable:
.1 except as provided in 14.8.1.1 and 14.10.1.4.3, of transmitting ship-to-shore

distress alerts by at least two separate and independent means, each using a
different radiocommunication service;
.2 of receiving shore-to-ship distress alerts;
.3 of transmitting and receiving ship-to-ship distress alerts;
.4 of transmitting and receiving search and rescue co-ordinating

communications;
.5 of transmitting and receiving on-scene communications;
.6 of transmitting and, as required by 13.5, receiving signals for locating;*
* Refer to Carriage of radar operating in the frequency band 9,300-9,500 MHz, adopted by the
Organization by resolution A.614(15).
.7 of transmitting and receiving* maritime safety information;
* It should be noted that craft may have a need for reception of certain maritime safety information while
in port.
.8 of transmitting and receiving general radiocommunications to and from

shore-based radio systems or networks subject to 14.15.8; and
.9 of transmitting and receiving bridge-to-bridge communications.
14.6 Radio installations
14.6.1 Every craft shall be provided with radio installations capable of complying with the
functional requirements prescribed by 14.5 throughout its intended voyage and, unless
exempted under 14.3, complying with the requirements of 14.7 and, as appropriate for the
sea area or areas through which it will pass during its intended voyage, the requirements of
either 14.8, 14.9, 14.10 or 14.11.
14.6.2 Every radio installation shall:
.1 be so located that no harmful interference of mechanical, electrical or other

origin affects its proper use, and so as to ensure electromagnetic compatibility
and avoidance of harmful interaction with other equipment and systems;
.2 be so located as to ensure the greatest possible degree of safety and

operational availability;
.3 be protected against harmful effects of water, extremes of temperature and

other adverse environmental conditions;
.4 be provided with reliable, permanently arranged electrical lighting,

independent of the main sources of electrical power, for the adequate
illumination of the radio controls for operating the radio installation; and

.5 be clearly marked with the call sign, the ship station identity and other codes
as applicable for the use of the radio installation.
14.6.3 Control of the VHF radiotelephone channels, required for navigational safety,
shall be immediately available on the navigating bridge convenient to the conning position,
and, where necessary, facilities shall be available to permit radiocommunications from the
wings of the navigating bridge. Portable VHF equipment may be used to meet the latter
provision.
14.6.4 In passenger craft, a distress panel shall be installed at the conning position.
This panel shall contain either one single button which, when pressed, initiates a distress
alert using all radiocommunication installations required on board for that purpose or one
button for each individual installation. The panel shall clearly and visually indicate whenever
any button or buttons have been pressed. Means shall be provided to prevent inadvertent
activation of the button or buttons. If the satellite EPIRB is used as the secondary means of
distress alerting and is not remotely activated, it shall be acceptable to have an additional
EPIRB installed in the wheelhouse near the conning position.
14.6.5 In passenger craft, information on the craft's position shall be continuously and
automatically provided to all relevant radiocommunication equipment to be included in the
initial distress alert when the button or buttons on the distress panel is pressed.
14.6.6 In passenger craft, a distress alert panel shall be installed at the conning position.
The distress alarm panel shall provide visual and aural indication of any distress alert or
alerts received on board and shall also indicate through which radiocommunication service
the distress alerts have been received.
14.7 Radio equipment: general
14.7.1 Every craft shall be provided with:
.1 a VHF radio installation capable of transmitting and receiving:
.1.1 DSC on the frequency 156.525 MHz (channel 70). It shall be possible
to initiate the transmission of distress alerts on channel 70 from the
position from which the craft is normally navigated; and
.1.2 radiotelephony on the frequencies 156.300 MHz (channel 6), 156.650

MHz (channel 13) and 156.800 MHz (channel 16);
.2 a radio installation capable of maintaining a continuous DSC watch on VHF

channel 70 which may be separate from, or combined with, that required
by 14.7.1.1.1;
.3 a radar transponder capable of operating in the 9 GHz band, which:
The following new text for 14.7.1.3 is expected to enter into force on 1 January 2010:
.3 a search and rescue locating device which: (Res MSC.260(84) )
.3.1 shall be so stowed that it can be easily utilized; and
.3.2 may be one of those required by 8.2.1.2 for a survival craft;

.4 a receiver capable of receiving International NAVTEX service broadcasts if
the craft is engaged on voyages in any area in which an International
NAVTEX service is provided;
.5 a radio facility for reception of maritime safety information by the Inmarsat

enhanced group calling system* if the craft is engaged on voyages in any
area of Inmarsat coverage but in which an International NAVTEX service is
not provided. However, craft engaged exclusively on voyages in areas where
a HF direct printing telegraphy maritime safety information service is provided
and fitted with equipment capable of receiving such service may be exempt
from this requirements;†
* Refer to Carriage of Inmarsat enhanced group call SafetyNET receivers under GMDSS, adopted by
the Organization by resolution A.701(17).
†
Refer to the Recommendation on promulgation of maritime safety information, adopted by the
Organization by resolution A.705(17).
.6 subject to the provisions of 14.8.3, a satellite emergency position indicating

radio beacon (satellite EPIRB)* which shall be:
* Refer to Search and rescue homing capability, adopted by the Organization by resolution A.616(15).
.6.1 capable of transmitting a distress alert either through the polar orbiting
satellite service operating in the 406 MHz band or, if the craft is
engaged only on voyages within Inmarsat coverage, through the
Inmarsat geostationary satellite service operating in the 1.6 GHz band;
SOLAS and the HSC Code is awaiting update: Inmarsat E (EPIRB) is a discontinued
service since 1 December 2006 therefore deleted. See MSC/Circ.1171 “Closure of
Inmarsat – E service by Inmarsat Ltd.” which refers to the withdrawal of Inmarsat E
EPIRBs. Assume that in .6.1 above that the 2nd part of sentence is removed (after “406
MHz band”) from the HSC Code.
.6.2 installed in an easily accessible position;
The EPIRB should be installed in the vicinity of the navigation bridge, i.e. on the wings
of the navigation bridge. Access via vertical ladder should not be accepted. A location
on the top of the wheelhouse may be accepted to fulfil the requirement if accessible by
stairs. (SOLAS 1974, as amended, Chapter IV/7 and Com/circ. 105)
.6.3 ready to be manually released and capable of being carried by one

person into a survival craft;
.6.4 capable of floating free if the craft sinks and of being automatically
activated when afloat; and
.6.5 capable of being activated manually.
14.7.2 Every passenger craft shall be provided with means for two-way on-scene
radiocommunications for search and rescue purposes using the aeronautical frequencies
121.5 MHz and 123.1 MHz from the position from which the craft is normally navigated.
Approved equipment may be of a fixed type or a hand held type. Hand held equipment
should be provided with a headset and microphone.

14.8 Radio equipment: sea area A1
14.8.1 In addition to meeting the requirements of 14.7, every craft engaged on voyages
exclusively in sea area A1 shall be provided with a radio installation capable of initiating the
transmission of ship-to-shore distress alerts from the position from which the craft is normally
navigated, operating either:
.1 on VHF using DSC; this requirement may be fulfilled by the EPIRB prescribed
by 14.8.3, either by installing the EPIRB close to, or by remote activation
from, the position from which the craft is normally navigated; or
.2 through the polar orbiting satellite service on 406 MHz; this requirement may
be fulfilled by the satellite EPIRB, required by 14.7.1.6, either by installing the
satellite EPIRB close to, or by remote activation from, the position from which
the craft is normally navigated; or
.3 if the craft is on voyages within coverage of MF coast stations equipped with

DSC on MF using DSC; or
.4 on HF using DSC; or
.5 through the Inmarsat geostationary satellite service; this requirement may be

fulfilled by:
.5.1 an Inmarsat ship earth station;* or
* This requirement can be met by Inmarsat ship earth stations capable of two-way communications, such as
Inmarsat-A and –B (resolution A.808(19)) or Inmarsat-C (resolution A.807(19) and MSC.68(68), annex 4) ship
earth stations. Unless otherwise specified, this applies to all requirements for an Inmarsat ship earth station
prescribed by this chapter.
Note: When considering Resolution A.808(19), A.694(17) and MSC.120(74)) adopted on 31

May 2001 should also be referred to.
SOLAS and the HSC Code is awaiting update: Inmarsat - A is a discontinued

service since 31 December 2007. See MSC/Circ.1076 “Future
Withdrawal of Inmarsat - A service by Inmarsat Ltd.”. Assume that the
wording of the HSC Code footnote (* above) does not refer to
Inmarsat A.
.5.2 the satellite EPIRB, required by 14.7.1.6, either by installing the
satellite EPIRB close to, or by remote activation from, the position
from which the craft is normally navigated.
14.8.2 The VHF radio installation, required by 14.7.1.1, shall also be capable of
transmitting and receiving general radiocommunications using radiotelephony.
14.8.3 Craft engaged on voyages exclusively in sea area A1 may carry, in lieu of the
satellite EPIRB required by 14.7.1.6, an EPIRB which shall be:
.1 capable of transmitting a distress alert using DSC on VHF channel 70 and

providing for locating by means of a radar transponder operating in the 9 GHz
band;
.2 installed in an easily accessible position;

.3 ready to be manually released and capable of being carried by one person
into a survival craft;
.4 capable of floating free if the craft sinks and of being automatically activated
when afloat; and
.5 capable of being activated manually.
14.9 Radio equipment: sea areas A1 and A2
beyond sea area A1, but remaining within sea area A2, shall be provided with:
.1 an MF radio installation capable of transmitting and receiving, for distress and

safety purposes, on the frequencies:
.1.1 2,187.5 kHz using DSC; and
.1.2 2,182 kHz using radiotelephony;
.2 a radio installation capable of maintaining a continuous DSC watch on the

frequency 2,187.5 kHz which may be separate from, or combined with, that
required by 14.9.1.1.1; and
.3 means of initiating the transmission of ship-to-shore distress alerts by a radio

service other than MF, operating either:
.3.1 through the polar orbiting satellite service on 406 MHz; this
requirement may be fulfilled by the satellite EPIRB, required by
14.7.1.6, either by installing the satellite EPIRB close to, or by remote
activation from, the position from which the craft is normally navigated;
or
.3.2 on HF using DSC; or
.3.3 through the Inmarsat geostationary satellite service; this requirement

may be fulfilled by:
.3.3.1 the equipment specified in 14.9.3.2; or
.3.3.2 the satellite EPIRB, required by 14.7.1.6, either by installing

the satellite EPIRB close to, or by remote activation from, the
position from which the craft is normally navigated.
SOLAS and the HSC Code is awaiting update: Inmarsat E (EPIRB) is a discontinued service
since 1 December 2006 therefore deleted. See MSC/Circ.1171 “Closure of Inmarsat – E
service by Inmarsat Ltd.” which refers to the withdrawal of Inmarsat E EPIRBs. Assume
.3.3.2 is removed from the HSC Code.
14.9.2 It shall be possible to initiate transmission of distress alerts by the radio installations
specified in 14.9.1.1 and 14.9.1.3 from the position from which the craft is normally
navigated.

14.9.3 The craft shall, in addition, be capable of transmitting and receiving general
radiocommunications using radiotelephony or direct-printing telegraphy by either:
.1 a radio installation operating on working frequencies in the bands between

1,605 kHz and 4,000 kHz or between 4,000 kHz and 27,500 kHz; this
requirement may be fulfilled by the addition of this capability in the equipment
required by 14.9.1.1; or
.2 an Inmarsat ship earth station.
14.10 Radio equipment: sea areas A1, A2 and A3
beyond sea areas A1 and A2, but remaining within sea area A3, shall, if it does not comply
with the requirements of 14.10.2, be provided with:
.1 an Inmarsat ship earth station capable of:
.1.1 transmitting and receiving distress and safety communications using

direct-printing telegraphy;
.1.2 initiating and receiving distress priority calls;
.1.3 maintaining watch for shore-to-ship distress alerts, including those

directed to specifically defined geographical areas; and
.1.4 transmitting and receiving general radiocommunications, using either

radiotelephony or direct-printing telegraphy;
.2 an MF radio installation capable of transmitting and receiving, for distress and

safety purposes, on the frequencies:
.2.1 2,187.5 kHz using DSC; and
.2.2 2,182 kHz using radiotelephony;
.3 a radio installation capable of maintaining a continuous DSC watch on the

frequency 2,187.5 kHz which may be separate from, or combined with, that
required by 14.10.1.2.1; and
.4 means of initiating the transmission of ship-to-shore distress alerts by a radio

service operating either:
.4.1 through the polar orbiting service on 406 MHz; this requirement may
be fulfilled by the satellite EPIRB, required by 14.7.1.6, either by
installing the satellite EPIRB close to, or by remote activation from, the
position from which the craft is normally navigated; or
.4.2 on HF using DSC; or
.4.3 through the Inmarsat geostationary satellite service, by an additional

ship earth station or by the satellite EPIRB required by 14.7.1.6, either
by installing the satellite EPIRB close to, or by remote activation from,
the position from which the craft is normally navigated.

SOLAS and the HSC Code is awaiting update: Inmarsat E (EPIRB) is a discontinued service
since 1 December 2006 therefore deleted. See MSC/Circ.1171 “Closure of Inmarsat – E
service by Inmarsat Ltd.” which refers to the withdrawal of Inmarsat E EPIRBs. Assume .4.3
above that the second part of sentence is removed (after “ship earth station”) from the HSC
Code.
beyond sea areas A1 and A2, but remaining within sea area A3, shall, if it does not comply
with the requirements of 14.10.1, be provided with:
.1 an MF/HF radio installation capable of transmitting and receiving, for distress

and safety purposes, on all distress and safety frequencies in the bands
between 1,605 kHz and 4,000 kHz and between 4,000 kHz and 27,500 kHz:
.1.1 using DSC;
.1.2 using radiotelephony; and
.1.3 using direct-printing telegraphy;
.2 equipment capable of maintaining a DSC watch on 2,187.5 kHz, 8,414.5 kHz

and on at least one of the distress and safety DSC frequencies 4,207.5 kHz,
6,312 kHz, 12,577 kHz or 1 6,804.5 kHz at any time, it shall be possible to
select any of these DSC distress and safety frequencies. This equipment
may be separate from, or combined with, the equipment required by
14.10.2.1;
.3 means of initiating the transmission of ship-to-shore distress alerts by a

radiocommunication service other than HF operating either:
.3.1 through the polar orbiting satellite service on 406 MHz; this
requirement may be fulfilled by the satellite EPIRB required by
14.7.1.6, either by installing the satellite EPIRB close to, or by remote
activation from, the position from which the craft is normally navigated;
or
.3.2 through the Inmarsat geostationary satellite service, this requirement

may be fulfilled by:
.3.2.1 an Inmarsat ship earth station; or
.3.2.2 the satellite EPIRB, required by 14.7.1.6, either by installing

the satellite EPIRB close to, or by remote activation from, the
position from which the craft is normally navigated; and
SOLAS and the HSC Code is awaiting update: Inmarsat E (EPIRB) is a discontinued
service since 1 December 2006 therefore deleted. See MSC/Circ.1171 “Closure of
Inmarsat – E service by Inmarsat Ltd.” which refers to the withdrawal of Inmarsat E
EPIRBs. Assume .3.3.2 is removed from the HSC Code.
.4 in addition, the craft shall be capable of transmitting and receiving general

radiocommunications using radiotelephony or direct-printing telegraphy by an
MF/HF radio installation operating on working frequencies in the bands
between 1,605 kHz and 4,000 kHz and between 4,000 kHz and 27,500 kHz.

This requirement may be fulfilled by the addition of this capability in the
equipment required by 14.10.2.1.
14.10.3 It shall be possible to initiate transmission of distress alerts by the radio installations
specified in 14.10.1.1, 14.10.1.2, 14.10.1.4, 14.10.2.1 and 14.10.2.3 from the position from
which the craft is normally navigated.
14.11 Radio equipment: sea areas Al, A2, A3 and A4
In addition to meeting the requirements of 14.7, craft engaged on voyages in all sea areas
shall be provided with the radio installations and equipment required by 14.10.2, except that
the equipment required by 14.10.2.3.2 shall not be accepted as an alternative to that
required by 14.10.2.3.1, which shall always be provided. In addition, craft engaged on
voyages in all sea areas shall comply with the requirements of 14.10.3.
14.12 Watches
14.12.1 Every craft, while at sea, shall maintain a continuous watch:
.1 on VHF DSC channel 70, if the craft, in accordance with the requirements
of 14.7.1.2, is fitted with a VHF radio installation;
.2 on the distress and safety DSC frequency 2,187.5 kHz, if the craft, in
accordance with the requirements of 14.9.1.2 or 14.10.1.3, is fitted with an
MF radio installation;
.3 on the distress and safety DSC frequencies 2,187.5 kHz and 8,414.5 kHz and
also on at least one of the distress and safety DSC frequencies 4,207.5 kHz,
6,312 kHz, 12,577 kHz or 16,804.5 kHz, appropriate to the time of day and
the geographical position of the craft, if the craft, in accordance with the
requirements of 14.10.2.2 or 14.11, is fitted with an MF/HF radio installation.
This watch may be kept by means of a scanning receiver; and
.4 for satellite shore-to-ship distress alerts, if the craft, in accordance with the
requirements of 14.10.1.1, is fitted with an Inmarsat ship earth station.
14.12.2 Every craft, while at sea, shall maintain a radio watch for broadcasts of maritime
safety information on the appropriate frequency or frequencies on which such information is
broadcast for the area in which the craft is navigating.
14.12.3 Until 1 February 2005, every craft, while at sea shall continue to maintain, when
practicable, a continuous listening watch on VHF channel 16. This watch shall be kept at the
position from which the craft is normally navigated.
SOLAS and the HSC Code is awaiting update: Assume that 14.12.3 should read “Every
ship, while at sea, is required to maintain watches (Regulation on Watches in Chapter IV of
SOLAS, 1974, as amended). Continuous watchkeeping is required on VHF DSC channel 70
and also when practicable, a continuous listening watch on VHF channel 16. This watch
shall be kept at the position from which the craft is normally navigated.”
(COMSAR 8/18 para 3.9

14.13 Sources of energy
14.13.1 There shall be available at all times, while the craft is at sea, a supply of electrical
energy sufficient to operate the radio installations and to charge any batteries used as part of
a reserve source of energy for the radio installations.
14.13.2 Reserve and emergency sources of energy shall be provided on every craft to
supply radio installations, for the purpose of conducting distress and safety
radiocommunications, in the event of failure of the craft's main and emergency sources of
electrical power. The reserve source of energy shall be capable of simultaneously operating
the VHF radio installation required by 14.7.1.1 and, as appropriate for the sea area or sea
areas for which the craft is equipped, either the MF radio installation required by 14.9.1.1,
the MF/HF radio installation required by 14.10.2.1 or 14.11 or the Inmarsat ship earth station
required by 14.10.1.1 and any of the additional loads mentioned in 14.13.5 and 14.13.8 for a
period of at least 1 h.
14.13.3 The reserve source of energy shall be independent of the propelling power of the
craft and the craft's electrical system.
14.13.4 Where, in addition to the VHF radio installation, two or more of the other radio
installations referred to in 14.13.2 can be connected to the reserve source or sources of
energy, they shall be capable of simultaneously supplying, for the period specified in
14.13.2, the VHF radio installation and:
.1 all other radio installations which can be connected to the reserve source of
energy at the same time; or
.2 whichever of the radio installations will consume the most power, if only one
of the other radio installations can be connected to the reserve source of
energy at the same time as the VHF radio installation.
14.13.5 The reserve source of energy may be used to supply the electrical lighting required
by 14.6.2.4.
14.13.6 Where a reserve source of energy consists of a rechargeable accumulator battery

or batteries:
.1 a means of automatically charging such batteries shall be provided which

shall be capable of recharging them to minimum capacity requirements within
10 h; and
.2 the capacity of the battery or batteries shall be checked, using an appropriate

method*, at intervals not exceeding 12 months, when the craft is not at sea.
* One method of checking the capacity of an accumulator battery is to fully discharge and recharge the battery,
using normal operating current and period (e.g. 10 h). Assessment of the charge condition can be made at any
time, but it should be done without significant discharge of the battery when the craft is at sea.
14.13.7 The siting and installation of accumulator batteries which provide a reserve source
of energy shall be such as to ensure:
.1 the highest degree of service;
.2 a reasonable lifetime;

.3 reasonable safety;
.4 that the battery temperatures remain within the manufacturer's specifications

whether under charge or idle; and
.5 that when fully charged, the batteries will provide at least the minimum
required hours of operation under all weather conditions.
14.13.8 If an uninterrupted input of information from the craft's navigational or other

equipment to a radio installation required by this chapter is needed to ensure its proper
performance, including the navigation receiver referred to in 14.18, means shall be provided
to ensure the continuous supply of such information in the event of failure of the craft's main
or emergency source of electrical power.
14.14 Performance standards
14.14.1 All equipment to which this chapter applies shall be of a type approved by the
Administration. Such equipment shall conform to appropriate performance standards not
inferior to those adopted by the Organization.*
* Refer to the following resolutions adopted by the Assembly of the Organization:
Resolution A.525(13) as amended by MSC.148(77) effective 1 July 2005: Performance standards for
narrow-band direct-printing telegraph equipment for the reception of navigational and meteorological warnings
and urgent information to ships.
Resolution A.694(17): General requirements for shipborne radio equipment forming part of the Global
Maritime Distress and Safety System (GMDSS) and for electronic navigational aids.
Resolution A.808(19): Performance standards for ship earth stations capable of two-way communications
and resolution A.570(14): Type approval of ship earth stations. Refer also to A.694(17) and MSC.149(77)
Resolution A.803(19) and MSC.68(68), annex 1: Performance standards for shipborne VHF radio installations
capable of voice communication and digital selective calling.
Resolution A.804(19) and MSC.68(68), annex 2: Performance standards for shipborne MF radio installations
capable of voice communication and digital selective calling.
Resolution A.806(19) and MSC.68(68), annex 3: Performance standards for shipborne MF/HF radio installations
capable of voice communication, narrow-band direct-printing and digital selective calling.
Resolution A.810(19), as amended by MSC.56(66) adopted 3 June 1996, and MSC.120(74) adopted 31 May
2001 - annex: Performance standards for float-free satellite emergency position-indicating radio beacons
(EPIRBs) operating on 406 MHz (see also Assembly resolution A.696(17): Type approval of satellite emergency
position-indicating radio beacons (EPIRBs) operating in the COSPAS-SARSAT system).
Resolution A.802(19) as amended by MSC.247(83) effective 1 January 2010: Performance standards for
survival craft radar transponders for use in search and rescue operations.
Resolution A.805(19): Performance standards for float-free VHF emergency position-indicating radio beacons.
.Resolution A.807(19) and MSC.68(68), annex 4: Performance standards for INMARSAT Standard-C ship earth
stations capable of transmitting and receiving direct-printing communications and resolution A.570(14): Type
approval of ship earth stations.
Resolution A.664(16): Performance standards for enhanced group call equipment.
Resolution A.812(19): Performance standards for float-free satellite emergency position-indicating radio beacons
operating through the geostationary INMARSAT satellite system of 1.6 GHz.

Resolution A.662(16): Performance standards for float-free release and activation arrangements for emergency
radio equipment. Refer also to A.812(19)
Resolution A.699(17): System performance standard for the promulgation and co-ordination of maritime safety
information using high-frequency narrow-band direct-printing.
Resolution A.700(17): Performance standards for narrow-band direct-printing telegraphy equipment for the
reception of navigational and meteorological warnings and urgent information to ships (MSI) by HF. Refer also to
A.420(XI).
Resolution MSC.80(70): Recommendation on performance standards for on-scene (aeronautical) portable two-
way VHF radiotelephone apparatus.
Note Res. A.699(17) applies only to Administrations.
14.15 Maintenance requirements
14.15.1 Equipment shall be so designed that the main units can be replaced readily without
elaborate recalibration or readjustment.
14.15.2 Where applicable, equipment shall be so constructed and installed that it is readily
accessible for inspection and on-board maintenance purposes.
14.15.3 Adequate information shall be provided to enable the equipment to be properly

operated and maintained, taking into account the recommendations of the Organization.*
* Refer to the Recommendation on general requirements for shipborne radio equipment forming part of the global
maritime distress and safety system (GMDSS) and for electronic navigational aids, adopted by the Organization
by resolution A.694(17).
14.15.4 Adequate tools and spares shall be provided to enable equipment to be maintained.
14.15.5 The Administration shall ensure that radio equipment required by this chapter is
maintained to provide the availability of the functional requirements specified in 14.5 and to
meet the recommended performance standards of such equipment.
14.15.6 On craft engaged on voyages in sea areas Al and A2, the availability shall be
ensured by using such methods as duplication of equipment, shore-based maintenance or
at-sea electronic maintenance capability, or a combination of these, as may be approved by
the Administration.
14.15.7 On craft engaged on voyages in sea areas A3 and A4, the availability shall be
ensured by using a combination of at least two methods, such as duplication of equipment,
shore-based maintenance or at-sea electronic maintenance capability, as may be approved
by the Administration, taking into account the recommendations of the Organization.*
* Administrations should take account of the Radio maintenance guidelines for the global maritime distress and
safety system (GMDSS) related to sea areas A3 and A4, adopted by the Organization by resolution A.702(17).
14.15.8 However, for craft operating solely between ports where adequate facilities for
shore-based maintenance of the radio installations are available and provided no journey
between two such ports exceeds 6 h, then the Administration may exempt such craft from
the requirement to use at least two maintenance methods. For such craft, at least one
maintenance method shall be used.

14.15.9 While all reasonable steps shall be taken to maintain the equipment in efficient
working order to ensure compliance with all the functional requirements specified in 14.5,
malfunction of the equipment for providing the general radiocommunications, required by
14.8, shall not be considered as making a craft unseaworthy or as a reason for delaying the
craft in ports where repair facilities are not readily available, provided the craft is capable of
performing all distress and safety functions.
14.15.10 Satellite EPIRBs on all craft shall be:
.1 annually tested for all aspects of operational efficiency, with special emphasis
on checking the emission on operational frequencies, coding and registration,
at intervals as specified below:
.1 on passenger craft, within 3 months before the expiry date of the High-
Speed Craft Safety Certificate; and
.2 on cargo craft, within 3 months before the expiry date, or 3 months

before or after the anniversary date, of the High-Speed Craft Safety
Certificate;
The test may be conducted on board the craft or at an approved testing

station; and
.2 subject to maintenance at intervals not exceeding five years, to be performed

at an approved shore-based maintenance facility.
14.16 Radio personnel
14.16.1 Every craft shall carry personnel qualified for distress and safety
radiocommunication purposes to the satisfaction of the Administration. The personnel shall
be holders of certificates specified in the Radio Regulations as appropriate, any one of
whom shall be designated to have primary responsibility for radiocommunications during
distress incidents.
14.16.2 In passenger craft, at least one person qualified in accordance with 14.16.1 shall be
assigned to perform only radiocommunication duties during distress incidents.
14.17 Radio records
A record shall be kept, to the satisfaction of the Administration and as required by the Radio
Regulations, of all incidents connected with the radiocommunication service which appear to
be of importance to safety of life at sea.
14.18 Position-updating
All two-way communication equipment carried on board craft to which this chapter applies
which is capable of automatically including the craft's position in the distress alert shall be
automatically provided with this information from an internal or external navigation receiver, if
either is installed. If such a receiver is not installed, the craft's position and the time that
position was correct shall be manually updated at intervals not exceeding 4 h, while the craft
is underway, so that it is always ready for transmission by the equipment.

CHAPTER 15
OPERATING COMPARTMENT LAYOUT

89/336/EEC, repealed by 2004/108/EC of 15 December 2004. Equipment complying with
89/336/EEC or 93/68/EEC (with Corrigendum dated 30 August 1993), as amended.
15.1 Definitions
15.1.1 "Operating area"* is the operating compartment and those parts of the craft on both
sides of, and close to, the operating compartment which extend to the craft's side.
* Refer to Ship’s Bridge Layout and Associated Equipment - Requirements and Guidelines
(ISO 8468), and the Guidelines on ergonomic criteria for bridge equipment and layout
(MSC/Circ.982).
15.1.2 "Workstation" is a position at which one or several tasks constituting a particular

activity are carried out.
15.1.3 "Docking workstation" is a place equipped with necessary means for docking the
craft.
15.1.4 "Primary controls" are all control equipment necessary for the safe operation of the
craft when it is under way, including those required in an emergency situation.
15.2 General
The design and layout of the compartment from which the crew operate the craft shall be
such as to permit operating crew members to perform their duties in a correct manner
without unreasonable difficulty, fatigue or concentration, and to minimize the likelihood of
injury to operating crew members in both normal and emergency conditions.
15.3 Field of vision from the operating compartment
15.3.1 The operating station shall be placed above all other superstructures so that the
operating crew are able to gain a view all round the horizon from the navigating workstation.
Where it is impractical to meet the requirements of this paragraph from a single navigating
workstation, the operating station shall be designed so that an all-round view of the horizon

is obtained by using two navigating workstations combined or by any other means to the
15.3.2 Blind sectors shall be as few and as small as possible, and not adversely affect the
keeping of a safe look-out from the operating station. If stiffeners between windows are to
be covered, this shall not cause further obstruction inside the wheelhouse.
15.3.3 The total arc of blind sectors from right ahead to 22.5o abaft the beam on either
side shall not exceed 20o. Each individual blind sector shall not exceed 5o. The clear sector
between two blind sectors shall not be less than 10o.
15.3.4 Where it is considered necessary by the Administration, the field of vision from the
navigating workstation shall permit the navigators from this position to utilize leading marks
astern of the craft for track monitoring.
15.3.5 The view of the sea surface from the operating station, when the navigators are
seated, shall not be obscured by more than one craft length forward of the bow to 90o on
either side irrespective of the craft's draught, trim and deck cargo.
15.3.6 The field of vision from the docking workstation, if remote from the operating
station, shall permit one navigator to safely manoeuvre the craft to a berth.
Refer to BS EN ISO 8468, Ship’s bridge layout and associated equipment – Requirements
and guidelines.
15.4 Operating compartment
The term “operating compartment” is defined in 1.4.42, and the term “operating station” in
1.4.43.
15.4.1 The design and arrangement of the operating compartment, including location and
layout of the individual workstations, shall ensure the required field of vision for each
function.
15.4.2 The craft's operating compartment shall not be used for purposes other than
navigation, communications and other functions essential to the safe operation of the craft,
its engines, passengers and cargo.
15.4.3 The operating compartment shall be provided with an integrated operating station
for command, navigation, manoeuvring and communication and so arranged that it can
accommodate those persons required to navigate the craft safely.
Refer to resolution MSC.64(67) annex 1: Performance standards for integrated bridge

systems (IBS), and resolution MSC.86(70) annex 3: Performance standards for integrated
navigation systems (INS). ( SOLAS Ch V Reg 15)
MSC.64(67) amends A.827(19), Annex 2 revised by MSC.114(73) effective 1 July 2003.

Refer to A.477(XII) for backup requirements (Annex 5).
15.4.4 The arrangement of equipment and means for navigation, manoeuvring, control,
communication and other essential instruments shall be located sufficiently close together to
enable both the officer in charge and any assisting officer to receive all necessary
information and to use the equipment and controls, as required, while they are seated. If
necessary, the equipment and means serving these functions shall be duplicated.

15.4.5 If a separate workstation for supervision of engine performance is placed in the
operating compartment, the location and use of this workstation shall not interfere with the
primary functions to be performed in the operating station.
15.4.6 The location of the radio equipment shall not interfere with the primary navigational
functions in the operating station.
15.4.7 The design and layout of the compartment from which the crew operate the craft
and the relative positions of the primary controls shall be assessed against the essential
operational manning level. Where minimum manning levels are proposed, the design and
layout of the primary and communication controls shall form an integrated operational and
emergency control centre from which the craft can be controlled under all operational and
emergency events by the operating crew without the necessity for any crew member to
vacate the compartment.
15.4.8 The relative positions of the primary controls and the seats shall be such that each
operating crew member, with the seat suitably adjusted and without prejudicing compliance
with 15.2, can:
.1 without interference, produce full and unrestricted movement of each control

both separately and with all practical combinations of movement of other
controls; and
.2 at all workstations, exert adequate control forces for the operation to be

performed.
15.4.9 When a seat at a station from which the craft may be operated has been adjusted
so as to suit the occupant, subsequent change of seat position to operate any control shall
not be acceptable.
15.4.10 In craft where the Administration considers the provision of a safety belt necessary
for use by the operating crew, it shall be possible for those operating crew members, with
their safety belts correctly worn, to comply with 15.4.4 except in respect of controls which it
can be shown will only be required on very rare occasions and which are not associated with
the need for safety restraint.
15.4.11 The integrated operating station shall contain equipment which provides relevant
information to enable the officer in charge and any assisting officer to carry out navigational
and safety functions safely and efficiently.
15.4.12 Adequate arrangements shall be made to prevent passengers from distracting the
attention of the operating crew.
15.5 Instruments and chart table
15.5.1 Instruments, instrument panels and controls shall be permanently mounted in

consoles or other appropriate places, taking into account operation, maintenance and
environmental conditions. However, this shall not prevent the use of new control or display
techniques, provided the facilities offered are not inferior to recognized standards.
15.5.2 All instruments shall be logically grouped according to their functions. In order to
reduce to a minimum the risk of confusion, instruments shall not be rationalized by sharing
functions or by inter-switching.

15.5.3 Instruments required for use by any member of the operating crew shall be plainly
visible and easily read:
.1 with minimum practicable deviation from his normal seating position and line
of vision; and
.2 with the minimum risk of confusion under all likely operating conditions.
It should be noted that some visual display units (VDUs) and liquid crystal displays (LCDs)
have a limited viewing sector within which the information can be clearly discerned. Visibility
of such devices should therefore be checked when the displays are active.
15.5.4 Instruments essential for the safe operation of the craft shall be clearly marked with
any limitation if this information is not otherwise clearly presented to the operating crew. The
instrument panels forming the emergency control for the launching of liferafts and the
monitoring of the fire-fighting systems shall be in separate and clearly defined positions
within the operating area.
15.5.5 The instruments and controls shall be provided with means for screening and
dimming in order to minimize glare and reflections and prevent them being obscured by
strong light.
15.5.6 The surfaces of console tops and instruments shall have dark glare-free colours.
15.5.7 Instruments and displays providing visual information to more than one person
shall be located for easy viewing by all users concurrently. If this is not possible, the
instrument or display shall be duplicated.
It should be noted that some visual display units (VDUs) and liquid crystal displays (LCDs)
have a limited viewing sector within which the information can be clearly discerned. Visibility
of such devices should therefore be checked when the displays are active.
15.5.8 If considered necessary by the Administration, the operating compartment shall be

provided with a suitable table for chart work. There shall be facilities for lighting the chart.
Chart-table lighting shall be screened.
15.6 Lighting
15.6.1 A satisfactory level of lighting shall be available to enable the operating personnel
to adequately perform all their tasks both at sea and in port, by day and night. There shall
be only a limited reduction in the illumination of essential instruments and controls under
likely system fault conditions.
15.6.2 Care shall be taken to avoid glare and stray image reflection in the operating area
environment. High contrast in brightness between work area and surroundings shall be
avoided. Non-reflective or matt surfaces shall be used to reduce indirect glare to a
minimum.
15.6.3 A satisfactory degree of flexibility within the lighting system shall be available to
enable the operating personnel to adjust the lighting intensity and direction as required in the
different areas of the operating compartment and at individual instruments and controls.

15.6.4 Red light shall be used to maintain dark adaptation whenever possible in areas or
on items of equipment requiring illumination in the operational mode, other than the chart
table.
15.6.5 During hours of darkness, it shall be possible to discern displayed information and
control devices.
15.6.6 Reference is made to additional requirements on lighting in 12.7 and 12.8.
15.7 Windows
15.7.1 Divisions between windows, located in the front, on the sides and in the doors,
shall be kept to a minimum. No division shall be installed immediately forward of the
operating stations.
15.7.2 Administrations shall be satisfied that a clear view through the operating
compartment windows is provided at all times regardless of weather conditions. The means
provided for maintaining the windows in a clear condition shall be so arranged that no
reasonably probable single failure can result in a reduction of the cleared field of vision such
as to interfere seriously with the ability of the operating crew to continue the operation and
bring the craft to rest.
15.7.3 Arrangements shall be provided so that the forward view from operating stations is
not adversely affected by solar glare. Neither polarized nor tinted window glass shall be
fitted.
15.7.4 Operating compartment windows shall be angled to reduce unwanted reflection.
15.7.5 The windows shall be made of material which will not break into dangerous
fragments if fractured.
15.8 Communication facilities
15.8.1 Such means as are necessary shall be provided to enable the crew to
communicate between, and have access to, each other and with other occupants of the craft
in both normal and emergency conditions.
15.8.2 Means to communicate between the operating compartment and spaces containing
essential machinery, including any emergency steering position, irrespective of whether the
machinery is remotely or locally controlled, shall be provided.
15.8.3 Means for making public address and safety announcements from control stations
to all areas to which passengers and crew have access shall be provided.
15.8.4 Provisions shall be made for means to monitor, receive and transmit radio safety
messages at the operating compartment.
15.9 Temperature and ventilation
The operating compartment shall be equipped with adequate temperature and ventilation
control systems.

15.10 Colours
The surface materials inside the operating compartment shall have a suitable colour and
finish to avoid reflections.
15.11 Safety measures
The operating area shall be free of physical hazard to the operating personnel and have
non-skid flooring in dry and wet conditions and adequate handrails. Doors shall be fitted
with devices to prevent them moving, whether they are open or closed.

CHAPTER 16
STABILIZATION SYSTEMS
89/336/EEC, repealed by 2004/108/EC of 15 December 2004. Equipment complying with
2004/108/EC of 15 December 2004 or 93/68/EEC (with Corrigendum dated 30 August
1993), as amended.
requirements of EU Directive 73/23/EEC repealed by 2006/95/EC of 12 December 2006
16.1 Definitions
16.1.1 "Stabilization control system" is a system intended to stabilize the main parameters
of the craft's attitude: heel, trim, course and height and control the craft's motions: roll, pitch,
yaw and heave. This term excludes devices not associated with the safe operation of the
craft, e.g. motion-reduction or ride-control systems.
The main elements of a stabilization control system may include the following:
.1 devices such as rudders, foils, flaps, skirts, fans, water jets, tilting and
steerable propellers, pumps for moving fluids;
.2 power drives actuating stabilization devices; and
.3 stabilization equipment for accumulating and processing data for making

decisions and giving commands such as sensors, logic processors and
automatic safety control.
16.1.2 "Self-stabilization" of the craft is stabilization ensured solely by the craft's inherent
characteristics.
16.1.3 "Forced stabilization" of the craft is stabilization achieved by:
.1 an automatic control system; or
.2 a manually assisted control system; or
.3 a combined system incorporating elements of both automatic and manually

assisted control systems.

16.1.4 "Augmented stabilization" is a combination of self-stabilization and forced
stabilization.
16.1.5 "Stabilization device" means a device as enumerated in 16.1.1.1 with the aid of
which forces for controlling the craft's position are generated.
16.1.6 "Automatic safety control" is a logic unit for processing data and making decisions
to put the craft into the displacement or other safe mode if a condition impairing safety
arises.
16.2.1 Stabilization systems shall be so designed that, in case of failure or malfunctioning

of any one of the stabilization devices or equipment, it would be possible either to ensure
maintaining the main parameters of the craft's motion within safe limits with the aid of
working stabilization devices or to put the craft into the displacement or other safe mode.
In the event of failure of a stabilization system it should be possible to manually move the
device into a neutral position and lock it there.
Means, such as automatic movement and locking of the device in a neutral position, should
be provided to safeguard the stabilization system when the craft is going astern.
16.2.2 In case of failure of any automatic equipment or stabilization device, or of its power
drive, the parameters of craft motion shall remain within safe limits.
16.2.3 Craft fitted with an automatic stabilization system shall be provided with an
automatic safety control unless the redundancy in the system provides equivalent safety.
Where an automatic safety control is fitted, provision shall be made to override it and to
cancel the override from the main operating station.
16.2.4 The parameters and the levels at which any automatic safety control gives the
command to decrease speed and put the craft safely in the displacement or other safe mode
shall take account of the safe values of heel, trim, yaw and combination of trim and draught
appropriate to the particular craft and service; also to the possible consequences of power
failure for propulsion, lift or stabilization devices.
16.2.5 The parameters and the degree of stabilization of the craft provided by the
automatic stabilization system shall be satisfactory, having regard to the purpose and
service conditions of the craft.
16.2.6 Failure mode and effect analysis shall include the stabilization system.
The FMEA should comply with the requirements of Annex 3 and Annex 4. Normally
compliance will be achieved by provision of redundant systems as detailed in 4.5 of Annex
4, and numerical assessment will not be required. Consideration should be given to the
that FMEA’s should be forwarded to MCA Headquarters for advice, particularly those that
16.3 Lateral and height control systems
16.3.1 Craft fitted with an automatic control system shall be provided with an automatic
safety control. Probable malfunctions shall have only minor effects on automatic control
system operation and shall be capable of being readily counteracted by the operating crew.

16.3.2 The parameters and levels at which any automatic control system gives the
command to decrease speed and put the craft safely into the displacement or other safe
mode shall take account of the safety levels as given in section 2.4 of annex 3 and of the
safe values of motions appropriate to the particular craft and service.
16.4 Demonstrations
16.4.1 The limits of safe use of any of the stabilization control system devices shall be
based on demonstrations and a verification process in accordance with annex 9.
16.4.2 Demonstration in accordance with annex 9 shall determine any adverse effects upon
safe operation of the craft in the event of an uncontrollable total deflection of any one control
device. Any limitation on the operation of the craft as may be necessary to ensure that the
redundancy or safeguards in the systems provide equivalent safety shall be included in the

CHAPTER 17
HANDLING, CONTROLLABILITY AND PERFORMANCE

17.1 General
The operational safety of the craft in normal service conditions and in equipment failure
situations of a craft to which this Code applies shall be documented and verified by full-scale
tests, supplemented by model tests where appropriate, of the prototype craft. The objective
of tests is to determine information to be included in the craft operating manual in relation to:
.1 operating limitations*;
.2 procedures for operation of the craft within the limitations;
.3 actions to be taken in the event of prescribed failure; and
.4 limitations to be observed for safe operation subsequent to prescribed

failures.
Operational information shall be available on board for guidance, or the craft shall have an
instrument system for on-line check of operational performance which shall be approved by
the Administration taking into account the standards for the processing and presentation of
measurements developed by the Organization. As a minimum, the system shall measure
accelerations in three axes close to the craft longitudinal centre of gravity.
* Refer to MSC.1/Circ.1329 Guidelines for uniform operating limitations of high-speed craft.

developed by the Organization and caveat noted in Annex 2.
Heavy Weather Sea Trials (see Annex 9) should be used to establish the limit of the safe
operational envelope of the craft in normal service conditions and in equipment failure
situations.
The heavy weather sea trials are operational and involve more than just heavy weather.
17.2 Proof of compliance
17.2.1 The information on controllability and manoeuvrability which shall be contained in

the craft operating manual* shall include the characteristics under 17.5 as applicable, the list
of parameters of the worst intended conditions affecting the controllability and
manoeuvrability according to 17.6, information on safe maximum speeds as described in
17.9 and the performance data verified in accordance with annex 9.
* The contents of the craft operating manual is described in 18.2.1.
17.2.2 The information on operating limitations which shall be contained in the route
operational manual† shall include the characteristics under 17.2.1, 17.5.4.1 and 17.5.4.2.
†
The contents of the route operational manual is described in 18.2.2.

17.3 Weight and centre of gravity
Compliance with each of the handling, controllability and performance requirements shall be
established for all combinations of weight and centre of gravity position significant for the
operational safety in the range of weights up to the maximum permissible weight.
It should be noted that the handling, controllability and performance of high-speed craft are
significantly affected by changes in longitudinal centre-of-gravity (LCG), so that it is
important that such variations be considered in determining the safe operational envelope of
the craft.
If craft behaviour dictates that limitations must be placed on the permissible LCG position,
such limitations and instructions on how control may be exercised should be included in the
17.4 Effect of failures
The effect of any likely failure in handling and control devices, services or components (e.g.
power operation, power assistance, trimming and stability augmentation) shall be assessed
in order that a safe level of craft operation can be maintained. Effects of failure identified as
being critical according to annex 4 shall be verified in accordance with annex 9.
17.5 Controllability and manoeuvrability
17.5.1 Instructions to crew members shall be provided in the craft operating manual
regarding required actions and craft limitations subsequent to prescribed failures.
17.5.2 It is necessary to ensure that the effort required to operate the controls in the worst
intended conditions is not such that the person at the control will be unduly fatigued or
distracted by the effort necessary to maintain the safe operation of the craft.
Manually operated controls should be demonstrated to show that this requirement can be
met. To be considered adequate the manual force to be applied should not generally exceed
100 N. (ref: guidance on 5.2.3)
17.5.3 The craft shall be controllable and be capable of performing those manoeuvres
essential to its safe operation up to the critical design conditions.
17.5.4.1 When determining the operating limitations of a craft, particular attention shall be
paid to the following aspects during normal operation and during failures and subsequent to
failures:
.1 yawing;
.2 turning;
.3 automatic pilot and steering performance;
.4 stopping in normal and emergency conditions;
.5 stability in the non-displacement mode about three axes and in heave;
.6 trim;

.7 roll;
.8 plough in;
.9 lift power limitations;
Refer to “Stability and Control of Hovercraft – Notes for Commanders” published by the
Department of Industry, 1980.
.10 broaching;
.11 slamming; and
.12 bow diving.
Refer to note below in 17.5.4.2.4 on broaching / slamming and bow diving aspects.
17.5.4.2 The terms in 17.5.4.1.2, .6, .7 and .11 are defined as follows:
.1 "Turning" is the rate of change of direction of a craft at its normal maximum

operating speed in specified wind and sea conditions.
.2 "Plough in" is an involuntary motion involving sustained increase in drag of an

air-cushion vehicle at speed, usually associated with partial collapse of the
cushion system.
.3 "Lift power limitations" are those limitations imposed upon the machinery and
components which provide the lift.
.4 "Slamming" is the water impact on the underside of the hull in the bow area of
the craft.
“Broaching” is a severe, and often uncontrollable, yawing movement in following seas which
turns the vessel beam on to the waves. (MGN 328)
“Bow diving” occurs when a high-speed craft buries its bow into a wave in following or stern
quartering seas. (MGN 328)
For more details of these phenomenon see MGN 327 on design guidance and MCA
Research Project 502 “High Speed Craft Dynamic Stability in Following and Quartering
Seas“ which is supplemented by an instructional video intended to advise operators and
masters.
17.6 Change of operating surface and mode
There shall be no unsafe change in the stability, controllability or attitude of the craft during
transition from one type of operating surface or mode to another. Information on change in
the behaviour characteristics of the craft during transition shall be available to the master.
Behaviour during transition from displacement to semi-displacement mode and vice versa
should be investigated. For amphibious craft, transition from land to sea (and ice if
appropriate) and vice versa should be investigated. Any warnings or guidance derived from
such trials should be incorporated into the craft operating manual.

17.7 Surface irregularities
Factors which limit the ability of the craft to operate over sloping ground and steps or
discontinuities shall be determined, as applicable, and made available to the master.
This paragraph specifically relates to amphibious ACVs, which normally have limitations on
gradient-climbing ability and obstacle clearance. Obstacles may either be ridges or troughs.
Such limitations should be documented in the craft operating manual.
17.8 Acceleration and deceleration
The Administration shall be satisfied that the worst likely acceleration or deceleration of the
craft, due to any likely failure, emergency stopping procedures or other likely causes, would
not hazard the persons on the craft.
Refer to Annex 3, table 1 and Chapter 4, para 4.3.1.
17.9 Speeds
Safe maximum speeds shall be determined, taking account of the limitations from 4.3.1,
modes of operation, wind force and direction and the effects of possible failures of any one
lift or propulsion system over calm water, rough water and over other surfaces, as
appropriate to the craft.
17.10 Minimum depth of water
The minimum depth of water and other appropriate information required for operations in all
modes shall be determined.
For many types of high-speed craft, due to a combination of sinkage and trim, the depth
required is at a maximum when accelerating through the resistance hump at length Froude
Numbers in the range 0.4 to 0.6, ie: at speeds (in knots) of approximately 2.5 to 3.5 times
the square root of the waterline length (in metres).
The effect of depth of water on the generation of wash waves hazardous to small craft or
persons on the shoreline should be considered – see guidance to 18.1.3.1 and in the
introduction to Annex 2, and Appendix D.
17.11 Hard structure clearance
For amphibious craft, when cushion-borne, clearance of the lowest point of the hard
structure above a hard flat surface shall be determined.
17.12 Night operation
The schedule of tests shall include sufficient operation to evaluate the adequacy of internal
and external lighting and visibility under conditions of normal and emergency electrical
power supply during service, cruising and docking manoeuvres.

CHAPTER 18
OPERATIONAL REQUIREMENTS
PART A - GENERAL
18.1 Craft operational control
18.1.1 The High-Speed Craft Safety Certificate, the Permit to Operate High-Speed Craft or
certified copies thereof, and copies of the route operational manual, craft operating manual,
and a copy of such elements of the maintenance manual as the Administration may require
shall be carried on board.
Before issuing a Permit to Operate please refer to Annex 2, and paragraphs 1.9.7 and
Annex 12 and associated Guidelines developed by the International Maritime
Organization, see MSC.1/Circ.1329. Guidelines for uniform operating limitations of high-
speed craft.
Posting of certificate
Refer to 1.8.1 which states: “On all craft, all certificates issued under this chapter, or certified
copies thereof, shall be carried on the craft. Except where the flag State is a Party to the
1988 SOLAS Protocol, a copy of each of these certificates shall be posted up in a prominent
and accessible place in the craft.”
18.1.2 The craft shall not be intentionally operated outside the worst intended conditions
and limitations specified in the Permit to Operate High-Speed Craft, in the High-Speed Craft
Safety Certificate, or in documents referred to therein*.
The “Worst Intended Conditions” (defined in 1.4.61) and the operational limitations given in
the Permit to Operate are a function of many aspects of the craft operation. Refer to Annex
12 and associated Guidelines developed by the Organization, see MSC.1/Circ.1329.
The Permit to Operate should show the operational limitations which specify the maximum
significant wave height (and other parameters such as wind force if appropriate), within
which the craft may operate. Other limitations may also be imposed, for example in relation
to the generation of hazardous wash waves..
While significant wave height is usually the limiting factor as regards operation on route, safe
manoeuvring in port is usually limited by wind speed.
The significant wave height quoted on the vessels permit to operate may differ from that
specified on the vessels Stockholm Agreement Document of Compliance 2 certificate (only
appropriate if the vessel is a Ro-Ro). The Stockholm analysis is a design statistical reference
and delimits an operational area. Because of its statistical nature it is not intended to restrict
any individual voyage. The Stockholm Agreement is applied to all UK passenger Ro-Ro
ships, including all HSC Ro-Ro vessels, by S.I. 2004 No. 2884 the Merchant Shipping (Ro-
Ro Passenger Ships) (Stability) Regulations, and MSN 1790 (M) agreement concerning
specific stability requirements for Ro-Ro passenger ships undertaking regular scheduled
international voyages between or to or from designated ports on north west Europe and the
Baltic Sea, as amended.

* Refer to SI 2002 No.1473 and the MCA's SOLAS Chapter V Publication regulation 34. The
owner, charterer or manager of a craft shall not prevent or restrict the master from taking or
executing any decision which, in the master’s professional judgement, is necessary for the
safety of passengers, the craft, its crew and the environment.
Whilst the MCA can accept a voyage being completed at a reduced speed if worse weather
than that predicted or permitted is encountered during the passage, a voyage is not
permitted to begin in those conditions.
18.1.3 The Administration shall issue a Permit to Operate High-Speed Craft when it is
satisfied that the operator has made adequate provisions from the point of view of safety
generally, including the following matters specifically, and shall revoke the Permit to Operate
if such provisions are not maintained to its satisfaction:
.1 the suitability of the craft for the service intended, having regard to the safety
limitations and information contained in the route operational manual;

Operational criteria of the POHSC will include consideration of the effects of wake wash on
other vessels and the shoreline. Operators of HSC in UK waters are therefore required to
submit:
− a full Risk Assessment of the Passage Plan with respect to the effects of wake wash,
and
− identification of any areas likely to be affected by wake wash and any subsequent action
taken to reduce it
See Appendix D for guidance.
The risk assessment is intended to be a live document and should be updated as necessary.
Refer to 18.3.2 for training aspects relating to wash and wake for the type rating certificates
of the master and all deck officers having an operational role .
See Annex 2 for further details.
Owners and operators should be advised that prior to entry into UK service, craft of a design
previously unused on UK service, or developments of an existing design used on UK service
should be demonstrated to the satisfaction of an MCA surveyor in a sea trial or series of sea
trials. These should take place in sea conditions with a measured significant wave height
(using a locally deployed Waverider Buoy) within 10% of the desired operational maximum
significant wave height.
Wave heights predicted by weather forecast methods are unacceptable in this instance. The
trials should include (but not be restricted to) maximum service speed operation over a
series of straight courses at 45 degree intervals through 360 degrees, crash stops from full
speed, astern operation at manoeuvring speed, and high speed turns. The trials are
principally intended to demonstrate habitability, passenger safety, noise levels, ease of
operation and safety and security of vehicles carried as cargo. For the trials the craft should
be floating at or near design full load draught and trim.
See Annex 2 for further details, including caveat on paragraph 6.1 of MSC.1/Circ.1329
Guidelines for uniform operating limitations of high-speed craft.
.2 the suitability of the operating conditions in the route operational manual;

.3 the arrangements for obtaining weather information on the basis of which the
commencement of a voyage may be authorized;
.4 provision in the area of operation of a base port fitted with facilities in

accordance with 18.1.4;
.5 the designation of the person responsible for decisions to cancel or delay a

particular voyage, e.g. in the light of the weather information available;
.6 sufficient crew complement required for operating the craft, deploying and
manning survival craft, the supervision of passengers, vehicles and cargo in
both normal and emergency conditions as defined in the Permit to Operate.
The crew complement shall be such that two officers are on duty in the
operating compartment when the craft is under way, one of whom may be the
master;
.7 crew qualifications and training, including competence in relation to the

particular type of craft and service intended, and their instructions in regard to
safe operational procedures;
See .10 for guidance.
.8 restrictions with regard to working hours, rostering of crews and any other
arrangements to prevent fatigue, including adequate rest periods;
.9 the training of crew in craft operation and emergency procedures;
See .10 for guidance.
.10 the maintenance of crew competence in regard to operation and emergency

procedures;
Fire party personnel should attend an approved fire fighting course as part of the type rating
procedure, and have a valid certificate .
In the vessels emergency procedures manual there should be a procedure for gas freeing
the space following CO2 discharge.
.11 safety arrangements at terminals and compliance with any existing safety
arrangements, as appropriate;
.12 traffic control arrangements and compliance with any existing traffic control,
as appropriate;
.13 restrictions and/or provisions relating to position fixing and to operation by

night or in restricted visibility, including the use of radar and/or other
electronic aids to navigation, as appropriate;
.14 additional equipment which may be required, due to the specific

characteristics of the service intended, for example, night operation;
.15 communication arrangements between craft, coast radio stations, base ports
radio stations, emergency services and other ships, including radio
frequencies to be used and watch to be kept;

.16 the keeping of records to enable the Administration to verify:
.16.1 that the craft is operated within the specified parameters,
.16.2 the observance of emergency and safety drills/procedures;
.16.3 the hours worked by the operating crew;
Reference should be made to MSN 1767(M) Hours of Work, Safe Manning and
Watchkeeping Revised Provisions from 7 September 2002 and S.I. 2002 No. 2125 The
Merchant Shipping (Hours of Work) Regulations 2002, as amended.
.16.4 the number of passengers on board;
.16.5 compliance with any law to which the craft is subject;
.16.6 craft operations; and
.16.7 maintenance of the craft and its machinery in accordance with

approved schedules;
.17 arrangements to ensure that equipment is maintained in compliance with the

Administration's requirements, and to ensure co-ordination of information as
to the serviceability of the craft and equipment between the operating and
maintenance elements of the operator's organization;
.18 the existence and use of adequate instructions regarding:
.18.1 loading of the craft so that weight and centre of gravity limitations can
be effectively observed and cargo is, when necessary, adequately
secured;
.18.2 the provision of adequate fuel reserves;
.18.3 action in the event of reasonable foreseeable emergencies; and
.19 provision of contingency plans by operators for foreseeable incidents

including all land-based activities for each scenario. The plans shall provide
operating crews with information regarding search and rescue (SAR)
authorities and local administrations and organizations which may
complement the tasks undertaken by crews with the equipment available to
them.*
* Refer to the IMO Search and Rescue Manual (IMOSAR), adopted by the Organisation by resolution A.439(XI),
and Use of radar transponders for search and rescue purposes, adopted by resolution A.530(13).
Note that Res. A.439(XI) is now replaced by A.894(21).
18.1.4 The Administration shall determine the maximum allowable distance from a base port
or place of refuge after assessing the provisions made under 18.1.3.
18.1.5 The master shall ensure that an effective system of supervision and reporting of the
closing and opening of accesses referred to in 2.2.4.2 and 2.2.4.3 is implemented.

18.2 Craft documentation
The company shall ensure that the craft is provided with adequate information and guidance
in the form of technical manual(s) to enable the craft to be operated and maintained safely.
The technical manual(s) shall consist of a route operational manual, craft operating manual,
training manual, maintenance manual and servicing schedule. Arrangements shall be made
for such information to be updated as necessary.
The Lead Surveyor should assess the adequacy of the information and guidance in all the
above manuals before issuing the High-Speed Craft Safety Certificate or the Permit to
Operate.
The MCA will approve the manuals using the QA procedure MCA 292. When the Lead
Surveyor is satisfied that a manual is acceptable, he will issue a letter to the operator and
put an authorised statement on the first page of the manual, showing the number of pages
and that no addition or amendment should be made without prior approval of the Agency.
The Risk Assessment of the Passage Plan and passage planning with relation to stranding
must be route specific and therefore there is automatically a link here to the Route
Operational Manual.
18.2.1 Craft operating manual
The craft operating manual shall contain at least the following information:
.1 leading particulars of the craft;
.2 description of the craft and its equipment;
.3 procedures for checking the integrity of buoyancy compartments;
.4 details arising from compliance with the requirements of chapter 2 likely to be

of direct practical use to the crew in an emergency;
.5 damage control procedures (e.g., information in a damage control plan

required by regulation II-1/23 or II-1/25-8.2 of the Convention, as appropriate);
.6 description and operation of machinery systems;
Also refer to .1, .7 and .11. A piping and instrument diagram should also be included in the
operating manuals. E.g. when starting fire pumps and drenchers/sprinkler pumps then the
number of generators required should be given for guidance.
.7 description and operation of auxiliary systems;
.8 description and operation of remote control and warning systems;
.9 description and operation of electrical equipment;
.10 loading procedures and limitations, including maximum operational weight,

centre of gravity position and distribution of load, including any cargo or car
securing arrangement and procedures depending on operational restrictions
or damaged conditions. Such arrangement and procedures shall not be

included as a separate Cargo Securing Manual as required by chapter VI of
the Convention;
To avoid unnecessary duplication the cargo securing manual for high-speed craft should
form part of the high speed craft operating manual and shall comply with S.I. 1999 No. 336
the Merchant Shipping (Carriage of Cargo) Regulation 1999. The operating manual contents
page should be marked and stamped by the MCA;
“Pages x to y of this manual constitute the craft’s Cargo Securing Manual as required by
SOLAS regulation VI/5.6.”, or, if the craft is to carry dangerous goods, then the sentence
should end “SOLAS regulations VI/5.6 and VII/6.6”.
For approval of the cargo securing manual, please refer to “Instructions to Surveyors on the
Carriage of Cargoes, Volume 1 - The carriage of packaged cargoes and cargo units
(including containers and vehicles)” includes a section for high speed craft and it deals with
all matters relating to cargo, including securing.
For port State control purposes it is considered that there are no objections to the cargo
securing manual being incorporated in the operating manual or standing alone.
All the appropriate information relevant to the cargo and its stowage and securing to be
prepared in advance by the craft operators according to the guidance in MGN107(M) The
Merchant Shipping (Carriage of Cargoes) Regulations 1999.
The following cargo should be secured before departure:

1. trucks, trailers, caravans and any other road vehicles which weigh more than 3.5t;
2. any vehicle supported at three points only; (ie. two road wheels and a jockey).
3. any vehicle with a high centre of gravity; and
4. cars which are stowed athwartships or on a ramp.
Refer also to MSN 1445 - Roll-on/Roll-off Ships – Stowage and Securing of Vehicles – Code
of Practice.
.11 description and operation of fire-detection and fire-extinguishing equipment;
.12 drawings indicating the structural fire protection arrangements;
.13 description and operation of radio equipment and navigational aids;
.14 information regarding the handling of the craft as determined in accordance

with chapter 17;
.15 maximum permissible towing speeds and towing loads, where applicable;
.16 procedure for dry-docking or lifting, including limitations;
.17 in particular, the manual shall provide information, in clearly defined chapters,
relating to:
.17.1 indication of emergency situations or malfunctions jeopardizing safety,

required actions to be taken and any consequential restrictions on
operation of the craft or its machinery;

.17.2 evacuation procedures;
.17.3 the worst intended conditions;
.17.4 limiting values of all machinery parameters requiring compliance for

safe operation.
In regard to information on machinery or system failures, data shall take into account the
results of any FMEA reports developed during the craft design.
Refer to the requirements of annex 4, particularly paragraphs 3.1 and 16.
18.2.2 Route operational manual
The route operational manual shall include at least the following information:
.1 evacuation procedures;
.2 operating limitations, including the worst intended conditions;
.3 procedures for operation of the craft within the limitations of .2;
.4 the elements of applicable contingency plans for primary and secondary

rescue assistance in the case of foreseeable incidents, including land-based
arrangements and activities for each incident;
.5 arrangements for obtaining weather information;
.6 identification of the "base port(s)";
.7 identification of the person responsible for decisions to cancel or delay

voyages;
.8 identification of crew complement, functions and qualifications;
.9 restrictions on working hours of crew;
.10 safety arrangements at terminals;
.11 traffic control arrangements and limitations, as appropriate;
.12 specific route conditions or requirements relating to position fixing, operations

by night and in restricted visibility, including the use of radar or other
electronic aids to navigation; and
.13 communication arrangements between craft, coast radio stations, base ports
radio stations, emergency services and other ships, including radio
frequencies to be used and watch to be kept.
18.2.3 Training manual
All requests for MCA approval of the Training Manual or programmes required by this
Chapter should be handled locally, under the guidance of MCA Headquarters if necessary.

The training manual, which may comprise several volumes, shall contain instructions and
information, in easily understood terms, illustrated wherever possible, on evacuation, fire and
damage control appliances and systems and on the best methods of survival. Any part of
such information may be provided in the form of audio-visual aids in lieu of the manual.
Where appropriate, the contents of the training manual may be included in the craft
operating manual. The following shall be explained in detail:
.1 donning lifejackets and immersion suits, as appropriate;
.2 muster at the assigned stations;
.3 boarding, launching and clearing the survival craft and rescue boats;
.4 method of launching from within the survival craft;
.5 release from launching appliances;
.6 methods and use of devices for protection in launching areas, where

appropriate;
.7 illumination in launching areas;
.8 use of all survival equipment;
.9 use of all detection equipment;
.10 with the assistance of illustrations, the use of radio life-saving appliances;
.11 use of drogues;
.12 use of engine and accessories;
.13 recovery of survival craft and rescue boats, including stowage and securing;
.14 hazards of exposure and the need for warm clothing;
.15 best use of the survival craft facilities in order to survive;
.16 methods of retrieval, including the use of helicopter rescue gear (slings,
baskets, stretchers), breeches-buoy and shore life-saving apparatus and
craft's line-throwing apparatus;
.17 all other functions contained in the muster list and emergency instructions;
.18 instructions for emergency repair of the life-saving appliances;
.19 instructions in the use of fire protection and fire-extinguishing appliances and
systems;
.20 guidelines for use of firefighter's outfit in a fire, if fitted;
.21 use of alarms and communications associated with fire safety;
.22 methods for surveying damage;

.23 use of damage control appliances and systems, including operation of
watertight doors and bilge pumps; and
.24 for passenger craft, control of and communication with passengers in an

emergency.
18.2.4 Maintenance and servicing manual/system
The craft maintenance and servicing manual/system shall contain as a minimum:
.1 detailed, illustrated description of all craft structure, machinery installations

and all installed equipment and systems required for safe operation of the
craft;
.2 specifications and quantities of all replenishable fluids and of structural

materials which may be required for repairs;
.3 operational limitations of machinery in terms of values of parameters,

vibration and consumption of replenished fluids;
.4 limitations of wear of structure or machinery components, including lives of

components requiring calendar or operating time replacement;
.5 detailed description of procedures, including any safety precautions to be

taken or special equipment required, to remove and install main and auxiliary
machinery, transmissions, propulsion and lift devices and flexible structure
components;
.6 test procedures to be followed subsequent to replacement of machinery or

system components or for malfunction diagnosis;
.7 procedure for lifting or dry-docking the craft, including any weight or attitude
limitations;
.8 procedure for weighing the craft and establishing the position of longitudinal
centre of gravity (LCG);
.9 where craft may be dismantled for transportation, instructions shall be

provided for dismantling, transport and re-assembly;
.10 a servicing schedule, included in the maintenance manual or published

separately, detailing the routine servicing and maintenance operations
required to maintain the operational safety of the craft and its machinery and
systems.
18.2.5 Information on passengers
Refer to SI 1999 No.1869 The Merchant Shipping (Counting and Registration of Persons on
Board Passenger Ships) Regulations 1999, and the associated MSN 1794(M).
18.2.5.1 All persons on board passenger craft shall be counted prior to departure.
18.2.5.2 Details of persons who have declared a need for special care or assistance in
emergency situations shall be recorded and communicated to the master prior to departure.

18.2.5.3 The names and gender of all persons on board, distinguished between adults,
children and infants shall be recorded for search and rescue purposes.
18.2.5.4 The information required by 18.2.5.1, 18.2.5.2 and 18.2.5.3 shall be kept ashore
and made readily available to search and rescue services when needed.
18.2.5.5 The Administration may exempt from the requirements of 18.2.5.3 passenger craft
operating on voyages having a duration of 2 h or less between each port of call.
18.3 Training and qualifications
18.3.1 The level of competence and the training considered necessary in respect of the
master and each crew member shall be laid down and demonstrated in the light of the
following guidelines to the satisfaction of the company in respect of the particular type and
model of craft concerned and the service intended. More than one crew member shall be
trained to perform all essential operational tasks in both normal and emergency situations.
18.3.2 The Administration shall specify an appropriate period of operational training for the
master and each member of the crew and, if necessary, the periods at which appropriate
retraining shall be carried out.
The Master and all officers having an operational role should hold a Route and Craft specific
Type Rating Certificate issued on behalf of the MCA (for UK Flag vessels), and all other
crew members should complete type rating training before being employed on a craft - refer
to MSN 1740(M) Training and Certification of Officers and Crew on High Speed Craft and
MGN 26(M) High Speed Craft Training – Further Guidance on Course Approval and
Certification.
Training In Wash And Wake
The master of the vessel and all deck officers having an operational role should also have
undertaken training relating to the wash generated by high speed craft as part of their Type
Rating Certificate. The master should fully understand the actions and possible impact of
inappropriately operating at speed in shallow water; of operating at a course and speed
different from the approved risk assessment of the passage plan; the possible hazards of
turning; and operating under asymmetric powering. Refer to Appendix D for wash and wake
guidance, and guidance under 18.1.3, 18.6.1 and 18.8. This training applies equally to non
UK flagged vessels operating on UK service.
Training in Fire fighting and CO2 Discharge.
Reference should be made to the guidance under 18.1.3.10 of the Code.
18.3.3 The Administration shall issue a type rating certificate to the master and all officers
having an operational role following an appropriate period of operational/simulator training
and on the conclusion of an examination including practical test commensurate with the
operational tasks on board the particular type and model of craft concerned and the route
followed. The type rating training shall cover at least the following items:
.1 knowledge of all on-board propulsion and control systems, including

communication and navigational equipment, steering, electrical, hydraulic and
pneumatic systems and bilge and fire pumping;
.2 the failure mode of the control, steering and propulsion systems and proper
response to such failures;

.3 handling characteristics of the craft and the limiting operational conditions;
.4 bridge communication and navigation procedures;
.5 intact and damage stability and survivability of the craft in damage condition;
.6 location and use of the craft's life-saving appliances, including survival craft
equipment;
.7 location and use of escapes in the craft and the evacuation of passengers;
.8 location and use of fire protection and fire-extinguishing appliances and

systems in the event of fire on board;
.9 location and use of damage control appliances and systems, including

operation of watertight doors and bilge pumps;
.10 cargo and vehicle stowage and securing systems;
.11 methods for control of and communication with passengers in an emergency;

and
.12 location and use of all other items listed in the training manual.
18.3.4 The type rating certificate for a particular type and model of craft should only be valid
for service on the route to be followed when it is so endorsed by the Administration following
the completion of a practical test over that route.
18.3.5 The type rating certificate shall be re-validated every two years and the
Administration shall lay down the procedures for re-validation.
18.3.6 All crew members shall receive instructions and training, as specified in 18.3.3.6
to 18.3.3.12.
18.3.7 The Administration shall specify standards of physical fitness and frequency of
medical examinations, having regard to the route and craft concerned.
18.3.8 The Administration of the country in which the craft is to operate, if other
than the flag State, shall be satisfied with the training, experience and qualifications of the
master and each crew member. A valid certificate of competency or a valid license
appropriately endorsed, in accordance with the provisions of the International Convention on
Standards of Training, Certification and Watchkeeping (STCW), 1978, as amended, held by
the master or crew member, shall be acceptable as evidence of satisfactory training and
qualification to the Administration of the country in which the craft is to operate.
Refer to STCW1995 and to the 1978 Convention.
18.4 Manning of survival craft and supervision
The company and the master shall ensure that:
.1 a sufficient number of trained persons are on board for mustering and

assisting untrained persons;

.2 a sufficient number of crew members, who may be deck officers or
certificated persons, are on board for operating the survival craft, rescue
boats and launching arrangements required for abandonment by the total
number of persons on board;
Three trained crew members should be available for each rescue boat provided in
accordance with chapter 8 of the HSC Code. One crew member to steer, two to recover
persons from the water and to provide extra ballast to maintain trim when towing liferafts.
Refer to MGN 78 (M + F) Launching crews for lifeboats, rescue boats, class C boats,
inflatable boats and other boats.
.3 a deck officer or certificated person is placed in charge of each survival craft

to be used recognizing, however, that the Administration, having due regard
to the nature of the voyage, the number of persons on board and the
characteristics of the craft, may permit a deck officer, certificated person or
persons practised in the handling and operation of liferafts to be placed in
charge of each liferaft or group of liferafts;
A Group of liferafts are only considered here as those which are part of an MES unit.
.4 the person in charge of survival craft has a list of the survival craft crew and
sees that those crew members are acquainted with their duties;
.5 every rescue boat and lifeboat has a person assigned who is capable of
operating the engine and carrying out minor adjustments; and
.6 the persons referred to in .1 to .3 are equitably distributed among the craft's

survival craft.
There should be a contingency of a designated facility for administering first aid. This need
not be a dedicated area. The ISM document should refer to managing cases of illness or
medical emergency on board and identify the designated first aid facility.
Refer to MSC/Circ.1042 List of contents of the “emergency medical kit / bag” and medical
consideration for its use on ro-ro passenger ships.
18.5.1 The company shall ensure that the emergency instructions and drills referred to in
18.5.1 to 18.5.10 are implemented, and the master shall be responsible for the enforcement
of these instructions and drills on board. On or before departure, passengers shall be
instructed in the use of lifejackets and the action to be taken in an emergency. The attention
of the passengers shall be drawn to the emergency instructions required by 8.4.1 and 8.4.3.
18.5.2 Emergency fire and evacuation drills for the crew shall be held on board the craft at
intervals not exceeding one week for passenger craft and one month for cargo craft.
18.5.3 Each member of each crew shall participate in at least one evacuation, fire and
damage control drill per month.
18.5.4 On-board drills shall, as far as practicable, be conducted to simulate an actual

emergency. Such simulations shall include instruction and operation of the craft's
evacuation, fire and damage control appliances and systems.

18.5.5 On-board instruction and operation of the craft's evacuation, fire and damage control
appliances and systems shall include appropriate cross-training of crew members.
18.5.6 Emergency instructions including a general diagram of the craft showing the location
of all exits, routes of evacuation, assigned assembly stations, emergency equipment, life-
saving equipment and appliances and illustration of lifejacket donning shall be available to
each passenger and crew member in appropriate languages. It shall be placed near each
passenger and crew seat and conspicuously displayed at assembly stations and other
passenger spaces.
18.5.7 Records
18.5.7.1 The date when musters are held, details of abandon craft drills and fire drills, drills
of other life-saving appliances and on-board training shall be recorded in such log-book as
may be prescribed by the Administration. If a full muster, drill or training session is not held
at the appointed time, an entry shall be made in the log-book stating the circumstances and
the extent of the muster, drill or training session held. A copy of such information shall be
forwarded to the operator's management.
18.5.7.2 The master shall ensure, before the craft leaves the berth on any voyage, that a
record is made of the time of the last closing of the accesses referred to 2.2.4.2 and 2.2.4.3.
18.5.8 Evacuation drills
18.5.8.1 Evacuation drill scenarios shall vary each week so that different emergency
conditions are simulated.
18.5.8.2 Each evacuation craft drill shall include:
.1 summoning of crew to assembly stations with the alarm required by 8.2.2.2

and ensuring that they are made aware of the order to abandon craft
specified in the muster list;
.2 reporting to stations and preparing for the duties described in the muster list;
.3 checking that crew are suitably dressed;
.4 checking that lifejackets are correctly donned;
.5 operation of davits if any used for launching liferafts;
.6 donning of immersion suits or thermal protective clothing by appropriate crew

members;
.7 testing of emergency lighting for mustering and abandonment; and
.8 giving instructions in the use of the craft's life-saving appliances and in

survival at sea.

18.5.8.3 Rescue boat drill
.1 As far as is reasonable and practicable, rescue boats shall be launched each

month as part of the evacuation drill, with their assigned crew aboard, and
manoeuvred in the water. In all cases this requirement shall be complied with
at least once every three months.
.2 If rescue boat launching drills are carried out with the craft making headway,
such drills shall, because of the dangers involved, be practised in sheltered
waters only and under the supervision of an officer experienced in such
drills.*
* Refer to the Guidelines on training for the purpose of launching lifeboats and rescue boats from ships making
headway through the water, adopted by the Organization by resolution A.624(15).
Note that Res A624(15) was revoked by Res. A.921(22) entitled “Assembly resolutions
superseded by the 1995 amendments to the 1978 STCW Convention”.
Also refer to MSN 1722(M+F) Guidelines for Training Crews for the Purpose of Launching
Lifeboats and Rescue Boats from Ships Making Headway through the Water.
18.5.8.4 Individual instructions may cover different parts of the craft's life-saving system, but
all the craft's life-saving equipment and appliances shall be covered within any period of one
month on passenger craft and two months on cargo craft. Each member of the crew shall be
given instructions which shall include but not necessarily be limited to:
.1 operation and use of the craft's inflatable liferafts;
.2 problems of hypothermia, first-aid treatment of hypothermia and other

appropriate first-aid procedures; and
.3 special instructions necessary for use of the craft's life-saving appliances in

severe weather and severe sea conditions.
18.5.8.5 On-board training in the use of davit-launched liferafts shall take place at intervals
of not more than four months on every craft fitted with such appliances. Whenever
practicable, this shall include the inflation and lowering of a liferaft. This liferaft may be a
special liferaft intended for training purposes only, which is not part of the craft's life-saving
equipment. Such a special liferaft shall be conspicuously marked.
18.5.9 Fire drills
18.5.9.1 Fire drill scenarios shall vary each week so that emergency conditions are
simulated for different craft compartments.
18.5.9.2 Each fire drill shall include:
.1 summoning of crew to fire stations;
.3 donning of firefighter's outfits;
.4 operation of fire doors and fire dampers;

.5 operation of fire pumps and fire-fighting equipment;
.6 operation of communication equipment, emergency signals and general

alarm;
.7 operation of fire-detection system; and
.8 instruction in the use of the craft's fire-fighting equipment and sprinkler and
drencher systems, if fitted.
18.5.10 Damage control drills
18.5.10.1 Damage control drill scenarios shall vary each week so that emergency
conditions are simulated for different damage conditions.
18.5.10.2 Each damage control drill shall include:
.1 summoning of crew to damage control stations;
.3 operation of watertight doors and other watertight closures;
.4 operation of bilge pumps and testing of bilge alarms and automatic bilge
pump starting systems; and
.5 instruction in damage survey, use of the craft damage control systems and
passenger control in the event of an emergency.

18.6.1 The company shall ensure that the type rating training is implemented. For all crew
members, the type rating training shall cover the control and evacuation of passengers
additionally to 18.3.5.
Refer to MSN 1740(M) Training and Certification of Officers and Crew on High Speed Craft,
associated S.I. 1997 No. 348 the Merchant Shipping (Training and Certification) Regulations
1997, as amended, S.I. 2002 No.2055 The Merchant Shipping (Medical Examination )
Regulations 2002, and MGN 26(M) – High Speed Craft Training – Further Guidance on
Course Approval and Certification.
Refer to guidance notes under 18.3.2 for information about the wash and wake training now
required for HSC Masters and all officers having an operational role to maintain their Type
Rating Certificates.
18.6.2 When a craft carries cargoes, the craft shall comply with the requirements of part C
of this chapter in addition to this part.

The company shall ensure that the emergency instructions are implemented, and the master
shall be responsible for communicating the provisions of the emergency instructions to
passengers upon boarding.
The company shall ensure that type rating training is implemented as provided in 18.3. For
all crew members, the type rating training shall cover knowledge of cargo and vehicles
storage area securement systems.
Refer to MSN 1740 (M) Training and Certification of Officers and Crew on High Speed Craft,
the Merchant Shipping (Training and Certification) Regulations 1997, S.I. 1997 No. 348 as
amended, S.I. 2002 No.2055 The Merchant Shipping (Medical Examination ) Regulations
2002, and MGN 26(M) – High Speed Craft Training – Further Guidance on Course Approval
and Certification.
Refer to guidance notes under 18.3.2 for information about the wash and wake training
required for HSC Masters and all officers having an operational role to maintain their Type
Rating Certificates.

CHAPTER 19
INSPECTION AND MAINTENANCE REQUIREMENTS

19.1 The Administration shall be satisfied with the operator's organization or any
organization on which he may call in the maintenance of his craft and shall specify the scope
of the duties which any part of the organization may carry out, having regard to the number
and competence of its staff, facilities available, arrangements for calling on specialist
assistance should it be necessary, record-keeping, communication and allocation of
responsibilities.
Refer to the International Safety Management (ISM) Code adopted by the Organization by
resolution A.741(18), as amended by MSC.104(73). The ISM Code is implemented in the
UK by SI 1998 No.1561 The Merchant Shipping (International Safety Management (ISM)
Code) Regulations 1998, as amended by SI 2004 No.302, SI 2004 No.2883, SI 2005
No.2114, SI 2006 No.2005, and SI 1997 No.3022 and The Merchant Shipping (ISM Code)
(Ro-Ro Passenger Ferries) Regulations 1997.
19.2 The craft and equipment shall be maintained to the satisfaction of the Administration;
in particular:
.1 routine preventive inspection and maintenance shall be performed to a

schedule approved by the Administration, which shall have regard at least in
the first instance to the manufacturer's schedule;
.2 in the performance of maintenance tasks, due regard shall be paid to

maintenance manuals, service bulletins acceptable to the Administration and
to any additional instructions of the Administration in this respect;
.3 all modifications shall be recorded and their safety aspects investigated.

Where it could have any effect on safety, the modification, together with its
installation, shall be to the satisfaction of the Administration;
.4 appropriate arrangements shall be provided for informing the master of the

serviceability state of his craft and its equipment;
.5 the duties of the operating crew in respect of maintenance and repairs and
the procedure for obtaining assistance with repairs when the craft is away
from the base port shall be clearly defined;
.6 the master shall report to the maintenance organization any defects and
repairs which are known to have occurred during operations; and
.7 records of defects and their correction shall be maintained and those defects
of recurrent nature, or those which adversely affect craft or personal safety,
shall be reported to the Administration.
19.3 The Administration shall be satisfied that arrangements are provided for ensuring
adequate inspection, maintenance and recording of all life-saving appliances and distress
signals carried.

ANNEX 1
FORMS OF SAFETY CERTIFICATE FOR HIGH-SPEED CRAFT
All safety certificates for HSC should be supplemented by a Record of Equipment.
A copy of forms MSF 1509 and MSF 1510 are attached to this annex.
(MSF 1509) High Speed Craft Safety Certificate for craft complying with the provision of
the HSC Code in its entirety and generally engaged on international
voyages; 2000 HSC Code;
(MSF 1510) Record of Equipment for High Speed Craft Safety Certificate and United
Kingdom High Speed Craft Safety Certificate, supplement to MSF 1509 or
1503; 2000 HSC Code;
(MSF 1508) Declaration of Survey for High Speed Craft, supplement to MSF 1509 or
1503; 2000 HSC Code.
For information the following forms are available for 1994 HSC Code and DSC Code vessels:
(MSF 1500) High Speed Craft Safety Certificate for craft complying with the provision of
the HSC Code in its entirety and generally engaged on international
voyages; 1994 HSC Code;
(MSF 1503) United Kingdom High Speed Craft Safety Certificate for craft complying with
certain requirements of the HSC Code and engaged on domestic voyages;
1994 or 2000 HSC Code; Valid only for vessels in categorized waters and for
vessels on seagoing domestic voyages until their phase in date to EC
Directive 98/18;
(MSF 1501) Record of Equipment for High Speed Craft Safety Certificate and United
Kingdom High Speed Craft Safety Certificate, supplement to MSF 1500 or
MSF 1503; 1994 HSC Code;
(MSF 1504) Dynamically Supported Craft Safety Certificate for craft built to the
requirements of the Dynamically Supported Craft (DSC) Code and engaged
on international or domestic voyages; and,
(MSF 1505) Record of Equipment for Dynamically Supported Craft Safety Certificate,
supplement to MSF 1504.
(MSF 1507) Declaration of Survey for High Speed Craft, supplement to MSF 1500 or
1503 or 1504; 1994 HSC Code.
MSIS 024/ ANNEX 1/REV 06/09/PAGE 1 OF 8

HIGH-SPEED CRAFT SAFETY CERTIFICATE
This Certificate should be supplemented by a Record of Equipment
Issued under the provisions of the International Code of Safety for High Speed Craft, 2000 (Resolution MSC.97 (73))
under the Authority of the Government of the United Kingdom of Great Britain and Northern Ireland
by the the Maritime and Coastguard Agency
an Executive Agency of the Department for Transport
PARTICULARS OF CRAFT
Name of Craft
Manufacturer's model and
hull number
Port of Registry
Distinctive number or letters IMO Number

Sea Areas
Gross Tonnage (GMDSS)
Category
Craft Type
Design waterline corresponding to a height of m below the reference line at the longitudinal centre of
flotation, and draughts the draught marks of m forward and m aft.
The upper edge of the reference line is at mm

below uppermost deck at side / above the underside of keel at the longitudinal centre of flotation.
Date on which keel was laid or craft was at a similar stage of construction or on which a major conversion was
commenced
This is to certify:
1. That the above-mentioned craft has been duly surveyed in accordance with the applicable provisions of the International
Code of Safety for High Speed Craft, 2000.
2. That the survey showed that the structure, equipment, fittings, radio station arrangements and materials of the craft and the condition
thereof are in all respects satisfactory and that the craft complies with the relevant provisions of the Code.
3. That the life-saving appliances are provided for a total number of persons and no more as follows:
4. That, in accordance with 1.11 of the Code, the following equivalents have been granted in respect of the craft:
Paragraph Equivalent Arrangements
Completion date of the survey on

This certificate is valid until
which this Certificate is based
Date of Issue Signed ............................................................

(Signature of authorised official issuing certificate)
Issued at Name
Official Stamp
(Place of issue of the certificate)
1/3 MSF 1509 / REV 0305

Name of Craft
Endorsements for Periodical Surveys
This is to certify that at a survey required by 1.5 of the Code, this craft was found to comply with the
relevant provisions of the Code
Periodical Survey
Place Signed ..............................................................

(Signature of authorised official)
Date Name
Official Stamp
Periodical
Place
Signed ..............................................................
Date Name
Official Stamp
Periodical
Place Signed ..............................................................

Date Name
Official Stamp
Periodical
Place Signed ..............................................................

Date Name
Official Stamp
Endorsement to extend the Certificate if valid for less than 5 years where 1.8.8 of the Code applies
This craft complies with the relevant requirements of the Code, and this certificate should, in accordance
with 1.8.8 of the Code, be accepted as valid until
Place Signed ..............................................................

Date Name
Official Stamp
2/3 MSF 1509 / REV 0305

Name of Craft
Endorsement where the renewal survey has been completed and 1.8.9 of the Code applies
The craft complies with the relevant requirements of the Code, and this certificate should, in accordance
with 1.8.9 of the Code, be accepted as valid until
Place
Signed ...................................................
Date Name
Official Stamp
Endorsement to extend the validity of the Certificate until reaching the port of survey where 1.8.10
of the Code applies
This Certificate should, in accordance with 1.8.10 of the Code, be accepted as valid until
Place
Signed ...................................................
Date Name
Official Stamp
Endorsement where the renewal survey has been completed and 1.8.12 of the Code applies
In accordance with 1.8.12 of the Code, the new anniversary date is
Place
Signed ..............................................................
Date Name
Official Stamp
In accordance with 1.8.12 of the Code, the new anniversary date is
Place
Signed ..............................................................
Date Name
Official Stamp
An Executive Agency of the Department for Transport 3/3 MSF 1509 / REV 0305
Record of Equipment for
High-Speed Craft Safety Certificate
This Record shall be permanently attached to the High-Speed Craft Safety Certificate
Record of Equipment for compliance with the International Code of Safety for High Speed Craft 2000.
1. PARTICULARS OF CRAFT
Name of Craft
Manufacturer's model and
hull number
Port of Registry
Distinctive number or letters IMO Number

Sea Areas
Gross Tonnage (GMDSS)
Category
Craft Type
Number of passengers for
which certified
Minimum numbers of persons with required qualifications to operate the radio installations
2. DETAILS OF LIFE-SAVING APPLIANCES
1 Total number of persons for which life-saving appliances are provided
2 Total number of lifeboats
2.1 Total number of persons accomodated by them
2.2 Number of partially enclosed lifeboats complying with Section 4.5 of the LSA Code
2.3 Number of totally enclosed lifeboats complying with Section 4.6 of the LSA Code
2.4 Other lifeboats
2.4.1 Number
2.4.2 Type
3 Number of rescue boats
3.1 Number of boats which are included in the total lifeboats shown above
4 Liferafts complying with Section 4.1 to 4.3 of the LSA Code for which
suitable means of launching are provided
4.1 Number of liferafts
4.2 Number of persons accomodated by them
1/4 MSF 1510 / REV 0305

Name of Craft
2. DETAILS OF LIFE-SAVING APPLIANCES (Cont.d)

5 Open reversible liferafts (Annex 11 of the Code)
5.1 Number of liferafts
5.2 Number of persons accomodated by them
6 Number of Marine Evacuation System (MES)
6.1 Number of persons served by them
7 Number of Lifebuoys
8 Number of lifejackets
8.1 Number suitable for adults
8.2 Number suitable for children
9 Immersion Suits
9.1 Total Number
9.2 Number of suits complying with the requirements for lifejackets
10 Number of anti-exposure suits
10.1 Total Number
10.2 Number of suits complying with the requirements for lifejackets
11 Radio installations used in life-saving appliances
11.1 Number of radar transponders
11.2 Number of two-way VHF radiotelephone apparatus
3. DETAILS OF NAVIGATIONAL SYSTEMS AND EQUIPMENT
Actual Provision
1.1 Magnetic compass
1.2 Transmitting Heading Device
1.3 Gyro compass
2 Speed and distance measuring device
3 Echo sounding device
4.1 9 GHz radar
4.2 Second radar ( 3 GHz / 9 GHz radar ) *
4.3 Automatic radar plotting aid (ARPA) / Automatic tracking aid (ATA) *
5 Receiver for a global navigational system / terrestrial radio-navigational system

/ other means of position fixing *, **
* Delete as appropiate, ** In cases of 'other means' they shall be specified
2/4 MSF 1510 / REV 0305

Name of Craft
3. DETAILS OF NAVIGATIONAL SYSTEMS AND EQUIPMENT (Cont.d)

Actual Provision
6.1 Rate of turn indicator
*
6.2 Rudder angle indicator / Direction of steering thrust indicator
7.1 Nautical charts / Electronic chart display and information system (ECDIS) *
7.2 Backup arrangements for ECDIS
7.3 Nautical publications
7.4 Backup arrangements for nautical publications
8 Searchlight
9 Daylight signalling lamp
10 Night vision equipment
11 Means to show the mode of the propulsion systems
12 Automatic steering aid (automatic pilot)
13 Radar reflector / Other means *, **
14 Sound reception system
15 Automatic identification system (AIS)
16 Voyage data recorder (VDR)
4. DETAILS OF RADIO FACILITIES

1 Primary Systems Actual Provision
1.1 VHF radio installation:
1.1.1 DSC encoder
1.1.2 DSC watch receiver
1.1.3 Radiotelephony
1.2 MF radio installation:
1.2.1 DSC encoder
* Delete as appropiate, ** In cases of 'other means' they shall be specified
3/4 MSF 1510 / REV 0305

Name of Craft
4. DETAILS OF RADIO FACILITIES (Cont.d)

1.3 MF/HF radio installation:
1.3.1 DSC encoder
1.3.4 Direct-printing radiotelegraphy
1.4 Inmarsat ship earth station
2 Secondary means of alerting
3 Facilities for reception of maritime safety information
3.1 NAVTEX receiver
3.2 EGC receiver
3.3 HF direct-printing radiotelegraph receiver
4 Satellite EPIRB
4.1 COSPAS-SARSAT
4.2 Inmarsat
5 VHF EPIRB
6 Ship's radar transponder
METHODS USED TO ENSURE AVAILABILITY OF RADIO FACILITIES

(paragraphs 14.15.6, 14.15.7 and 14.15.8 of the Code)
Duplication of Equipment NO
Shore-based maintenance NO
At-sea maintenance capability NO
THIS IS TO CERTIFY that this Record is correct in all respects
Place Signed..............................................................
(Place of Issue of the Record) (Signature of duly authorised official issuing the Record)
Date Name
Official Stamp
An Executive Agency of the Department for Transport 4/4 MSF 1510 / REV 0305
ANNEX 2
FORM OF PERMIT TO OPERATE HIGH-SPEED CRAFT
A copy of POHSC form (MSF 1511) for 2000 HSC Code vessels is attached to this annex.
POHSC form (MSF 1502), which is not reproduced here, is POHSC applicable to 1994 HSC
Code vessels, see appropriate Instructions for the Guidance of Surveyors (MSIS011). This is
the same form as used for DSC craft.
A HSC Code vessel which has a UK High Speed Craft Safety Certificate shall be issued with a
POHSC appropriate to the age of the vessel.
1. ISSUING A POHSC FOR A UK FLAG CRAFT
The POHSC is issued by the Lead Surveyor (a flowchart is attached) to certify compliance with
the general requirements of the 2000 HSC Code and, specifically, that the requirements of
paragraphs 1.2.2 to 1.2.11 and 18.1.3 of the 2000 HSC Code have been met.
A 1994 HSC Code Permit to Operate is still to be issued to 1994 HSC Code vessels. This also
applies to the Safety Certificate.
Although there are considerable differences between the requirements of the DSC and HSC
Codes, the operational criteria are identical. The operational procedures, requirements and
conditions for existing craft should therefore be the same as for new craft.
Before a POHSC can be issued, the following documents should be submitted by owners or
operators to the MCA’s relevant Lead Surveyor:
(a) HSCSC - High Speed Craft Safety Certificate - for craft built to the HSC Code;
or, Safety Certificate for craft built to the Dynamically Supported Craft Code;
(b) copies of the craft’s manuals (see table in General Guidance before Preamble);
(c) evidence that port States have been consulted.
(d) a statement from the Harbour Authorities in each port of call to confirm that the port
authorities have agreed with the port arrangements made by the operators (eg. noise
pollution, air pollution, Customs, wash from the craft within the port limit, berthing,
schedules, safety arrangements at terminals, etc);
(e) a statement from a Regional Director (who will be able to form an opinion based on
advice from the Area Operations Manager Survey and the Coastal Safety Manager) that
they are satisfied that arrangements are in place to deal with reasonable, foreseeable
emergencies, and search and rescue. The local Coastguard Rescue Co-ordination Centre
(MRCC) would require a controlled copy of the company emergency procedures manuals;
Refer to MSN 1783(M) (or any subsequent amendment) – Arrangements for the
Carriage of Agreed Search and Rescue Plans Aboard UK Passenger Vessels and S.I.
1998 No. 1692.
and,
MSIS024/ ANNEX 2/ REV 06/09/ PAGE 1 OF 4

(f) a request from the operator or owner with the appropriate fees.
In determining the worst intended conditions and the operational limitations on all craft built
post 1 July 2002 (and those entering service in UK waters after this date) and pre 1 July
2008 for insertion in the Permit to Operate, consideration may need to be given to all the
parameters listed in annex 12 of the Code. Guidelines on the application of this annex
developed by IMO are in MSC.1/Circ.1329 Guidelines for uniform operating limitations of
high-speed craft. The limitations assigned for existing vessels on existing services should be
those that enable compliance with all of the factors listed in annex 12 as far as reasonable
and practicable (e.g. where a vessel already operates on a route / s with a given operator
the Guidelines will not be applied and the limitations of the existing POHSC should remain
valid). The extrapolation of satisfactory sea trials (for Chapter 17) have been agreed by IMO
in this guidance document however the MCA strongly believe that this is an inappropriate
method and will not allow vessels to operate in UK waters that have undergone this
extrapolation to achieve their limiting significant wave height. Refer to MCA Headquarters
for further details.
MCA Vessel Policy Branch will continue to ensure consistency across Marine Offices by
reviewing the draft POHSC and its supporting documentation before it is issued in final form by
the local Marine Office.
2. ISSUING A POHSC FOR A FOREIGN FLAG CRAFT
The POHSC is issued by the flag State. The Lead Surveyor in the relevant Marine Office must
be fully consulted about the operational conditions and the consultation with each port State,
each port authority and Coastguard. The craft's owners or operators must coordinate all
documentation and liaise with the Lead Surveyor.
The procedure is as above except that MCA will not issue the POHSC. Instead, the Lead
Surveyor will issue statement (in the format attached) on behalf of the UK (as the port State) to
certify compliance with the requirements. The owner should be advised that a copy of this
statement should be kept on board with the POHSC and be available to MCA surveyors during
inspection and/or ISM/SMC Audits.
The MCA may also be asked to issue a POHSC for a craft operating in UK waters on behalf of
another flag State administration. The Lead Surveyor will then issue the POHSC as for a UK
flag craft.
3. ALL HIGH-SPEED CRAFT OPERATING IN UK WATERS
In view of the severity of the consequences of grounding at high-speed (see below), the
Route Operational Manual should be informally examined by the MCA surveyor to identify
whether sufficient measures have been incorporated to minimise the risk of such an event.
Where appropriate additional risk control measures could be added to the POHSC for critical
parts of the route(s), for example:
(a) reduction in speed,
(b) presence of two navigators at the control position,
(c) a minimum planned distance off grounding hazards.
This examination is not intended to require any further document to be prepared by the
operators.
Refer to SLF 47/INF.7 and MCA Research Project 501 on High Speed Craft Raking Damage
which showed that there is between an 85% and 93% probability that the extent of bottom
MSIS024/ ANNEX 2/ REV 06/09/ PAGE 2

damage considered in 2.6.8 of the 2000 HSC Code will be exceeded in the event of a high-
speed grounding. Furthermore MCA Research Project 504 on High Speed Craft MCA
Incident Database Analysis revealed that serious grounding or stranding incidents most
frequently happen in poor visibility, in fog, at night or in heavy weather. For an overview of
this work refer to the Final Report on MCA Research Project 505.
Operational criteria of the POHSC will also include consideration of the effects of wash on
other vessels and the shoreline. Operators of HSC in UK waters are therefore required to
submit:
− a risk assessment of the passage plan(s) with respect to the effects of wash, and
− identification of any areas likely to be affected by wash and any subsequent action taken
to reduce it
Refer to Appendix D. Training and Type Rating issues with respect to wake wash are
addressed in 18.3.2.
4. VALIDITY AND CANCELLATION
A POHSC will be valid for a period not exceeding 12 months, subject to the parallel validity of
the HSC Safety Certificate. A permit shall be re-issued for any amendment and after the validity
period has expired. Any amendments or renewal of the permit should follow the same
procedure as above. If all the conditions are unchanged, renewal should be no more than a
paper exercise. In cases of renewal or change of operational area, when all the operating
conditions remain within a similar envelope, an advisory note should be sent to MCA Vessel
Policy Branch from the Lead Surveyor.

FLOWCHART FOR ISSUING OR AMENDING
PERMIT TO OPERATE FOR HIGH SPEED CRAFT
Operator requests
MCA for POHSC
Lead Surveyor
Appointed
Lead Surveyor Collects Operator Responds

and Reviews all the
required Documents /
Information
Documentation Lead Surveyor requests

acceptable No No Operator to justify /
support Documents
Yes No
Pass all Documents /

Information to HQ Can
for review Yes the Lead Surveyor
answer the Points
at issue
Is it No
acceptable
Yes
Lead Surveyor to issue

POHSC
Operator to keep POHSC

on the craft

PERMIT TO OPERATE HIGH-SPEED CRAFT
Issued under the provisions of the International Code of Safety for High Speed Craft, 2000 (Resolution MSC.97(73))
under the Authority of the Government of the United Kingdom of Great Britain and Northern Ireland
by the the Maritime and Coastguard Agency,
an Executive Agency of the Department for Transport
PARTICULARS OF CRAFT
Name of Craft
Manufacturer's model
and hull number
Distinctive number or letters
IMO Number
Port of Registry
Category of craft
Name of operator
Areas or routes of operation
Baseport(s) :-
Maximum distance from place of refuge :- Miles
Maximum number of passengers permitted :-
Minimum manning scale required :-
Operational restrictions :-
1. Craft must not operate in sea conditions when the significant wave height exceeds m.
2. Subject to the conditions specified in the attached Annex.
This permit confirms that the service mentioned above has been found to be in accordance with the general
requirements of 1.2.2 to 1.2.7 of the Code.
THIS PERMIT is valid until subject to the High Speed Craft Safety Certificate remaining valid
Place Signed .....................................................

(Place of Issue of Permit) (Signature of duly authorised official issuing the permit)
Date Name
(Date of Issue) (Name of authorised official) Official Stamp
Permit No. 1/1 MSF 1511 / REV 1104

ANNEX 3
USE OF PROBABILITY CONCEPT
1 General
1.1 Absolute safety cannot be achieved in any human activity. Naturally, this fact shall be
taken into account in developing safety requirements, which means that requirements shall
not imply that safety is absolute. In the case of traditional craft, it has frequently been
possible to specify certain aspects of design or construction in some detail, in a way which
was consistent with some level of risk which had over the years been intuitively accepted
without having to be defined.
1.2 For high-speed craft, however, it would often be too restrictive to include engineering
specifications into the Code. Requirements therefore need to be written (where this question
arises) in the sense of "... the Administration shall be satisfied on the basis of tests,
investigations and past experience that the probability of --- is (acceptably low)". Since
different undesirable events may be regarded as having different general orders of
acceptable probability (e.g. temporary impairment of propulsion as compared with an
uncontrollable fire), it is convenient to agree on a series of standardized expressions which
can be used to convey the relative acceptable probabilities of various incidents, i.e. to
perform a qualitative ranking process. A vocabulary is given below which is intended to
ensure consistency between various requirements, where it is necessary to describe the
level of risk which shall not be exceeded.
2 Terms associated with probabilities
Different undesirable events may have different orders of acceptable probability. In

connection with this, it is convenient to agree on standardized expressions to be used to
convey the relatively acceptable probabilities of various occurrences, i.e. to perform a
qualitative ranking process.
2.1 Occurrences
2.1.1 "Occurrence" is a condition involving a potential lowering of the level of safety.
2.1.2 "Failure" is an occurrence in which a part, or parts, of the craft fail or malfunction, e.g.
runaway. A failure includes:
.1 a single failure;
.2 independent failures in combination within a system;
.3 independent failures in combinations involving more than one system, taking

into account:
.3.1 any undetected failure that is already present;
.3.2 such further failures* as would be reasonably expected to follow the

failure under consideration; and
* In assessing further failures which follow, account shall be taken of any resulting more severe operating
conditions for items that have not up to that time failed.

.4 common cause failure (failure of more than one component or system due to
the same cause).
2.1.3 "Event" is an occurrence which has its origin outside the craft (e.g. waves).
2.1.4 "Error" is an occurrence arising as a result of incorrect action by the operating crew
or maintenance personnel.
2.2 Probability of occurrences
2.2.1 "Frequent" is one which is likely to occur often during the operational life of a
particular craft.
2.2.2 "Reasonably probable" is one which is unlikely to occur often but which may occur
several times during the total operational life of a particular craft.
2.2.3 "Recurrent" is a term embracing the total range of frequent and reasonably probable.
2.2.4 "Remote" is one which is unlikely to occur to every craft but may occur to a few craft
of a type over the total operational life of a number of craft of the same type.
2.2.5 "Extremely remote" is one which is unlikely to occur when considering the total
operational life of a number of craft of the type, but nevertheless shall be considered as
being possible.
2.2.6 "Extremely improbable" is one which is so extremely remote that it shall not be
considered as possible to occur.
2.3 Effects
2.3.1 "Effect" is a situation arising as a result of an occurrence.
2.3.2 "Minor effect" is an effect which may arise from a failure, an event, or an error, as
defined in 2.1.2, 2.1.3, 2.1.4, which can be readily compensated for by the operating crew. It
may involve:
.1 a small increase in the operational duties of the crew or in their difficulty in

performing their duties; or
.2 a moderate degradation in handling characteristics; or
.3 slight modification of the permissible operating conditions.
2.3.3 "Major effect" is an effect which produces:
.1 a significant increase in the operational duties of the crew or in their difficulty

in performing their duties which by itself shall not be outside the capability of a
competent crew provided that another major effect does not occur at the
same time; or
.2 significant degradation in handling characteristics; or

.3 significant modification of the permissible operating conditions, but will not
remove the capability to complete a safe journey without demanding more
than normal skill on the part of the operating crew.
2.3.4 "Hazardous effect" is an effect which produces:
.1 a dangerous increase in the operational duties of the crew or in their difficulty

in performing their duties of such magnitude that they cannot reasonably be
expected to cope with them and will probably require outside assistance; or
.2 dangerous degradation of handling characteristics; or
.3 dangerous degradation of the strength of the craft; or
.4 marginal conditions for, or injury to, occupants; or
.5 an essential need for outside rescue operations.
2.3.5 "Catastrophic effect" is an effect which results in the loss of the craft and/or in
fatalities.
2.4 Safety level
"Safety level" is a numerical value characterizing the relationship between craft performance
represented as horizontal single-amplitude acceleration (g) and the severity of
acceleration-load effects on standing and sitting humans.
The safety levels and the corresponding severity of effects on passengers and safety criteria
for craft performance shall be as defined in table 1.
3 Numerical values
Where numerical probabilities are used in assessing compliance with requirements using the
terms similar to those given above, the following approximate values may be used as
guidelines to assist in providing a common point of reference. The probabilities quoted shall
be on an hourly or per-journey basis, depending on which is more appropriate to the
assessment in question.
Frequent More than 10-3

Reasonably probable 10-3 to 10-5
Remote 10-5 to 10-7
Extremely remote 10-7 to 10-9
Extremely improbable Whilst no approximate numerical probability is
given for this, the figures used shall be
substantially less than 10-9
Note: Different occurrences may have different acceptable probabilities, according to the
severity of their consequences (see table 2).

Table 1
CRITERIA NOT TO BE EXCEEDED

EFFECT COMMENTS
Type of load Value
LEVEL 1 Maximum acceleration 0.20g2 0.08g: Elderly person will keep balance when holding.
MINOR EFFECT measured horizontally1 0.15g: Mean person will keep balance when holding.
Moderate degradation of 0.15g: Sitting person will start holding.
safety
LEVEL 2 Maximum acceleration 0.35g 0.25g: Maximum load for mean person keeping balance when
MAJOR EFFECT measured horizontally1 holding.
Significant degradation of 0.45g: Mean person falls out of seat when not wearing seat belts.
safety
LEVEL 3 Collision design condition Ref. 4.3.3 Risk of injury to passengers; safe emergency operation after
HAZARDOUS EFFECT (calculated) collision.
Major degradation of safety Maximum structural design load, Ref. 4.3.1
based on vertical acceleration at 1.0g: Degradation of passenger safety
centre of gravity
LEVEL 4 Loss of craft or/and fatalities.

CATASTROPHIC EFFECT
1
The accelerometers used shall have an accuracy of at least 5% full scale and shall not have a frequency response of less than 20 Hz. The sampling
frequency should not be less than 5 times the maximum frequency response. Anti-aliasing filters, if used, should have a passband equal to the frequency
response.
2
g = gravity acceleration (9.81 m/s2).

Table 2
SAFETY LEVEL 1 1 1 2 3 4
EFFECT ON Normal Nuisance Operating limitations Emergency Large reduction in Deaths, usually with
CRAFT AND procedures; safety margins; crew loss of craft
OCCUPANTS significant reduction over-burden
in safety margins; because of workload
difficult for crew to or environmental
cope with adverse conditions; serious
conditions; injury to a small
passenger injuries. number of
occupants.
F.A.R.1 PROBABLE
EXTREMELY
IMPROBABLE
PROBABILITY IMPROBABLE
(reference only)
EXTREMELY
JAR-252 PROBABLE IMPROBABLE IMPROBABLE
PROBABILITY
REASONABLY EXTREMELY
FREQUENT REMOTE
PROBABLE REMOTE
10-0 10-1 10-2 10-3 10-4 10-5 10-6 10-7 10-8 10-9
CATEGORY OF MINOR MAJOR HAZARDOUS CATASTROPHIC

EFFECT
_________________________
1
United States Federal Aviation Regulations.
2
European Joint Airworthiness Regulations.

ANNEX 4
PROCEDURES FOR FAILURE MODE AND EFFECTS ANALYSIS
1 Introduction
1.1 In the case of traditional craft, it has been possible to specify certain aspects of
design or construction in some level of detail, in a way which was consistent with some
level of risk which had over the years been intuitively accepted without having to be
defined.
1.2 With the development of large high-speed craft, this required experience has not
been widely available. However, with the now broad acceptance of the probabilistic
approach to safety assessments within industry as a whole, it is proposed that an analysis
of failure performance may be used to assist in the assessment of the safety of operation
of high-speed craft.
1.3 A practical, realistic and documented assessment of the failure characteristics of the
craft and its component systems shall be undertaken with the aim of defining and studying
the important failure conditions that may exist.
1.4 This annex describes a failure mode and effects analysis (FMEA) and gives
guidance as to how it may be applied by:
.1 explaining basic principles;
.2 providing the procedural steps necessary to perform an analysis;
.3 identifying appropriate terms, assumptions, measures and failure modes; and
.4 providing examples of the necessary worksheets.
1.5 FMEA for high-speed craft is based on a single-failure concept under which each
system at various levels of a system's functional hierarchy is assumed to fail by one
probable cause at a time. The effects of the postulated failure are analysed and classified
according to their severity. Such effects may include secondary failures (or multiple
failures) at other level(s). Any failure mode which may cause a catastrophic effect to the
craft shall be guarded against by system or equipment redundancy unless the probability
of such failure is extremely improbable (refer to section 13). For failure modes causing
hazardous effects, corrective measures may be accepted in lieu. A test programme shall
be drawn to confirm the conclusions of FMEA.
Refer to Annex 3.3 for numerical probabilities and a definition of extremely improbable.
1.6 Whilst FMEA is suggested as one of the most flexible analysis techniques, it is
accepted that there are other methods which may be used and which in certain
circumstances may offer an equally comprehensive insight into particular failure
characteristics.
Other techniques that may be considered are Fault Tree Analysis (FTA) and Event Tree
Analysis (ETA).
MSIS024/ ANNEX 4/REV 06/09/ PAGE 1 OF 12

Refer to “The Safety Role of the Naval Architect” available from the Royal Institution of
Naval Architects at:
www.rina.org.uk/c2/uploads/guidance%20on%20the%20safety%20role%20of%20the%20
naval%20architect.pdf.
2 Objectives
2.1 The primary objective of FMEA is to provide a comprehensive, systematic and

documented investigation which establishes the important failure conditions of the craft and
assesses their significance with regard to the safety of the craft, its occupants and the
environment.
2.2 The main aims of undertaking the analysis are to:
.1 provide the Administration with the results of a study into the craft's failure
characteristics so as to assist in an assessment of the levels of safety
proposed for the craft's operation;
.2 provide craft operators with data to generate comprehensive training,

operational and maintenance programmes and documentation; and
.3 provide craft and system designers with data to audit their proposed designs.
3 Scope of application
3.1 FMEA shall be conducted for each high-speed craft, before its entry into service, in
respect of the systems as required under the provisions of 5.2, 9.1.10, 12.1.1 and 16.2.6 of
this Code.
Some Classification Societies extend the scope of the FMEA to cover some or all of the
following:
1. fire detection system,
2. fire dampers and fire flaps,
3. fire extinguishing systems,
4. electronic control and monitoring systems,
5. flooding safety systems,
6. navigation lights,
7. machinery space lighting,
8. emergency lighting,
9. evacuation signage,
10. communication systems,
11. power operated watertight doors,
12. fire door systems,
13. daylight signalling systems,
14. ship’s whistle, and
15. general alarm system.
3.2 For craft of the same design and having the same equipment, one FMEA on the lead
craft will be sufficient, but each of the craft shall be subject to the same FMEA conclusion
trials.
MSIS024/ ANNEX 4/REV 06/09/ PAGE 2

4 System failure mode and effects analysis
4.1 Before proceeding with a detailed FMEA into the effects of the failure of the system
elements on the system functional output it is necessary to perform a functional failure
analysis of the craft's important systems. In this way only systems which fail the functional
failure analysis need to be investigated by a more detailed FMEA.
4.2 When conducting a system FMEA the following typical operational modes within the
normal design environmental conditions of the craft shall be considered:
.1 normal seagoing conditions at full speed;
.2 maximum permitted operating speed in congested waters; and
.3 manoeuvring alongside.
For amphibious hovercraft an additional operational mode when not operating over water
should also be considered; for example, transitional modes in surf, shallow water, etc. as
well as over land.
4.3 The functional interdependence of these systems shall also be described in either
block diagrams or fault-tree diagrams or in a narrative format to enable the failure effects to
be understood. As far as applicable, each of the systems to be analysed is assumed to fail
in the following failure modes:
.1 complete loss of function;
.2 rapid change to maximum or minimum output;
.3 uncontrolled or varying output;
.4 premature operation;
.5 failure to operate at a prescribed time; and
.6 failure to cease operation at a prescribed time.
Depending on the system under consideration, other failure modes may have to be taken
into account.
4.4 If a system can fail without any hazardous or catastrophic effect, there is no need to
conduct a detailed FMEA into the system architecture. For systems whose individual failure
can cause hazardous or catastrophic effects and where a redundant system is not provided,
a detailed FMEA as described in the following paragraphs shall be followed. Results of the
system functional failure analysis shall be documented and confirmed by a practical test
programme drawn up from the analysis.
4.5 Where a system, the failure of which may cause a hazardous or catastrophic effect,
is provided with a redundant system, a detailed FMEA may not be required provided that:
.1 the redundant system can be put into operation or can take over the failed
system within the time-limit dictated by the most onerous operational mode in
4.2 without hazarding the craft;

.2 the redundant system is completely independent from the system and does
not share any common system element the failure of which would cause
failure of both the system and the redundant system. Common system
element may be acceptable if the probability of failure complies with
section 13; and
.3 the redundant system may share the same power source as the system. In
such case, an alternative power source shall be readily available with regard
to the requirement of .1.
The probability and effects of operator error to bring in the redundant system shall also be
considered.
5 Equipment failure mode and effects analysis
The systems to be subject to a more detailed FMEA investigation at this stage shall include
all those that have failed the system FMEA and may include those that have a very
important influence on the safety of the craft and its occupants and which require an
investigation at a deeper level than that undertaken in the system functional failure analysis.
These systems are often those which have been specifically designed or adapted for the
craft, such as the craft's electrical and hydraulic systems.
It is likely that for major equipments in the propulsion system, such as engines and waterjets,
an FMEA will be available from the manufacturers. In such cases they should be referenced
in the craft overall FMEA and a copy included as an appendix.
6 Procedures
The following steps are necessary to perform FMEA:
.1 to define the system to be analysed;
.2 to illustrate the interrelationships of functional elements of the system by

means of block diagrams;
.3 to identify all potential failure modes and their causes;
.4 to evaluate the effects on the system of each failure mode;
.5 to identify failure detection methods;
.6 to identify corrective measures for failure modes;
.7 to assess the probability of failures causing hazardous or catastrophic effects,

where applicable;
.8 to document the analysis

.9 to develop a test programme; and
.10 to prepare the FMEA report.

7 System definition
The first step in an FMEA study is a detailed study of the system to be analysed through the
use of drawings and equipment manuals. A narrative description of the system and its
functional requirements shall be drawn up including the following information:
.1 general description of system operation and structure;
.2 functional relationship among the system elements;
.3 acceptable functional performance limits of the system and its constituent

elements in each of the typical operational modes; and
.4 system constraints.
8 Development of system block diagrams
8.1 The next step is to develop block diagram(s) showing the functional flow sequence of
the system, both for technical understanding of the functions and operation of the system
and for the subsequent analysis. As a minimum the block diagram shall contain:
.1 breakdown of the system into major sub-systems or equipment;
.2 all appropriate labelled inputs and outputs and identification numbers by

which each sub-system is consistently referenced; and
.3 all redundancies, alternative signal paths and other engineering features

which provide "fail-safe" measures.
An example of a system block diagram is given at appendix 1.
8.2 It may be necessary to have a different set of block diagrams prepared for each
operational mode.
9 Identification of failure modes, causes and effects
9.1 Failure mode is the manner by which a failure is observed. It generally describes the
way the failure occurs and its impact on the equipment or system. As an example, a list of
failure modes is given in table 1. The failure modes listed in table 1 can describe the failure
of any system element in sufficiently specific terms. When used in conjunction with
performance specifications governing the inputs and outputs on the system block diagram,
all potential failure modes can be thus identified and described. Thus, for example, a power
supply may have a failure mode described as "loss of output" (29), and a failure cause "open
(electrical)" (31).

Table 1 - Example of a set of failure modes*
1 Structural failure (rupture) 18 False actuation

2 Physical binding or 19 Fails to stop
jamming
3 Vibration 20 Fails to start
4 Fails to remain (in position) 21 Fails to switch
5 Fails to open 22 Premature operation
6 Fails to close 23 Delayed operation
7 Fails open 24 Erroneous input (increased)
8 Fails closed 25 Erroneous input (decreased)
9 Internal leakage 26 Erroneous output (increased)
10 External leakage 27 Erroneous output (decreased)
11 Fails out of tolerance (high) 28 Loss of input
12 Fails out of tolerance (low) 29 Loss of output
13 Inadvertent operation 30 Shorted (electrical)
14 Intermittent operation 31 Open (electrical)
15 Erratic operation 32 Leakage (electrical)
16 Erroneous indication 33 Other unique failure conditions
17 Restricted flow as applicable to the system
characteristics, requirements
and operational constraints
* Refer to IEC Publication: IEC 812 (1985), Analysis techniques for system reliability - procedure for failure
mode and effects analysis (FMEA).
IEC Publication: IEC 812 (1985) is now superseded by IEC 60812.
9.2 A failure mode in a system element could also be the failure cause of a system
failure. For example, the hydraulic line of a steering gear system might have a failure mode
of "external leakage" (10). This failure mode of the hydraulic line could become a failure
cause of the steering gear system's failure mode "loss of output" (29).
9.3 Each system shall be considered in a top-down approach, starting from the system's
functional output, and failure shall be assumed by one possible cause at a time. Since a
failure mode may have more than one cause, all potential independent causes for each
failure mode shall be identified.
9.4 If major systems can fail without any adverse effect, there is no need to consider
them further unless the failure can go undetected by an operator. To decide that there is no
adverse effect does not mean just the identification of system redundancy. The redundancy
shall be shown to be immediately effective or brought on line with negligible time lag. In
addition, if the sequence is:
"failure - alarm - operator action - start of back up - back up in service",
the effects of delay shall be considered.

10 Failure effects
10.1 The consequence of a failure mode on the operation, function, or status of an

equipment or a system is called a 'failure effect'. Failure effects on a specific sub-system or
equipment under consideration are called local failure effects". The evaluation of local
failure effects will help to determine the effectiveness of any redundant equipment or
corrective action at that system level. In certain instances, there may not be a local effect
beyond the failure mode itself.
10.2 The impact of an equipment or sub-system failure on the system output (system
function) is called an "end effect". End effects shall be evaluated and their severity classified
in accordance with the following categories:
.1 catastrophic;
.2 hazardous;
.3 major; and
.4 minor.
The definitions of these four categories of failure effects are given in 2.3 of annex 3 of this
Code.
10.3 If the end effect of a failure is classified as hazardous or catastrophic, back-up

equipment is usually required to prevent or minimize such effect. For hazardous failure
effects corrective operational procedures may be accepted.
11 Failure detection
11.1 The FMEA study in general only analyses failure effects based on a single failure in
the system and therefore a failure detection means, such as visual or audible warning
devices, automatic sensing devices, sensing instrumentation or other unique indications
shall be identified.
11.2 Where the system element failure is non-detectable (i.e. a hidden fault or any failure
which does not give any visual or audible indication to the operator) and the system can
continue with its specific operation, the analysis shall be extended to determine the effects of
a second failure, which in combination with the first undetectable failure may result in a more
severe failure effect, e.g., hazardous or catastrophic effect.
12 Corrective measures
12.1 The response of any back-up equipment, or any corrective action initiated at a given
system level to prevent or reduce the effect of the failure mode of a system element or
equipment, shall also be identified and evaluated.
12.2 Provisions which are features of the design at any system level to nullify the effects
of a malfunction or failure, such as controlling or deactivating system elements to halt
generation or propagation of failure effects, or activating back-up or standby items or
systems, shall be described. Corrective design provisions include:
.1 redundancies that allow continued and safe operation;

.2 safety devices, monitoring or alarm provisions, which permit restricted
operation or limit damage; and
.3 alternative modes of operation.
12.3 Provisions which require operator action to circumvent or mitigate the effects of the
postulated failure shall be described. The possibility and effect of operator error shall be
considered, if the corrective action or the initiation of the redundancy requires operator input,
when evaluating the means to eliminate the local failure effects.
12.4 It shall be noted that corrective responses acceptable in one operational mode may
not be acceptable at another, e.g., a redundant system element with considerable time lag to
be brought into line, while meeting the operational mode "normal seagoing conditions at full
speed" may result in a catastrophic effect in another operational mode, e.g., "maximum
permitted operating speed in congested water".
13 Use of probability concept
13.1 If corrective measures or redundancy as described in preceding paragraphs are not

provided for any failure, as an alternative the probability of occurrence of such failure shall
meet the following criteria of acceptance:
.1 a failure mode which results in a catastrophic effect shall be assessed to be

extremely improbable;
.2 a failure mode assessed as extremely remote shall not result in worse than
hazardous effects; and
.3 a failure mode assessed as either frequent or reasonably probable shall not

result in worse than minor effects.
13.2 Numerical values for various levels of probabilities are laid down in section 3 of
annex 3 of this Code. In areas where there are no data from craft to determine the level of
probabilities of failure other sources can be used such as:
.1 workshop test; or
.2 history of reliability used in other areas under similar operating conditions; or
.3 mathematical model, if applicable.
14 Documentation
14.1 It is helpful to perform FMEA on worksheet(s) as shown in appendix 2.
14.2 The worksheet(s) shall be organized to first display the highest system level and then
proceed down through decreasing system levels.
15 Test programme
15.1 An FMEA test programme shall be drawn up to prove the conclusions of FMEA. It is
recommended that the test programme shall include all systems or system elements whose
failure would lead to:

.1 major or more severe effects;
.2 restricted operations; and
.3 any other corrective action.
For equipment where failure cannot be easily simulated on the craft, the results of other tests
can be used to determine the effects and influences on the systems and craft.
15.2 The trials shall also include investigations into:
.1 the layout of control stations with particular regard to the relative positioning
of switches and other control devices to ensure a low potential for inadvertent
and incorrect crew action, particularly during emergencies, and the provision
of interlocks to prevent inadvertent operation for important system operation;
.2 the existence and quality of the craft's operational documentation with

particular regard to the pre-voyage checklists. It is essential that these
checks account for any unrevealed failure modes identified in the failure
analysis; and
.3 the effects of the main failure modes as prescribed in the theoretical analysis.
15.3 The FMEA tests on board shall be conducted in conjunction with provisions specified
in 5.3, 16.4 and 17.4 of this Code, before the craft enters into service.
16 FMEA report
The FMEA report shall be a self-contained document with a full description of the craft, its
systems and their functions and the proposed operation and environmental conditions for the
failure modes, causes and effects to be understood without any need to refer to other plans
and documents not in the report. The analysis assumptions and system block diagrams
shall be included, where appropriate. The report shall contain a summary of conclusions
and recommendations for each of the systems analysed in the system failure analysis and
the equipment failure analysis. It shall also list all probable failures and their probability of
failure, where applicable, the corrective actions or operational restrictions for each system in
each of the operational modes under analysis. The report shall contain the test programme,
reference any other test reports and the FMEA trials.

Appendix 1
Example of a system block diagram
Steering control system Date………………………………………..

Analyst……………………………………..
Back up system
Steerin g con trol Steerin g con trol Steerin g backu p

EP EP EP EP Ind ication
lever m od e 2 lever m od e 1 lever
(S 2) (B 1) (11 )
(S 1)
ES
ES ES
EP EP
Mod e Ch ange-over Ind ication
selector co ntrol EP co ntroller
ES (S 3) (B2) (12 )
ES
ES
ES
EP Steerin g con trol Ind icating

EP
pro cessing u nit servo
(S 4) (13 )
ES
HP
ES
Ru dder
EP Feedback MS
(S 5)
(S 6) MS
where:
EP - electric power
HP - hydraulic power
ES - electric signal

MS - mechanical signal

Appendix 2
FMEA worksheet
Name of system .....................................................……. References .....................................................................………………...……
Mode of operation ...................................................…… System block diagrams ...............................…………………......................…….
Sheet No ……….............................................….........… ........................…………….................................................................….
Date........................................................................… ........................…………….................................................................….
Name of analyst........................................................…. Drawings .........................................................................…………………….
Equipment Failure effect Probability

Failure Failure Corrective Severity of
name or Function Ident. No. Failure cause of failure (if Remarks
mode Local effect End effect detection action failure effect
number applicable)

ANNEX 5
ICE ACCRETION APPLICABLE TO ALL TYPES OF CRAFT
1 Icing allowances
1.1 For craft operating in areas where ice accretion is likely to occur, the following icing
allowance shall be made in the stability calculations:
.1 30 kg/m2 on exposed weather decks and gangways;
.2 7.5 kg/m2 for projected lateral area of each side of the craft above the
waterplane;
.3 the projected lateral area of discontinuous surfaces of rail, sundry booms,

spars (except masts) and rigging and the projected lateral area of other small
objects shall be computed by increasing the total projected area of
continuous surfaces by 5% and the static moments of this area by 10%;
.4 reduction of stability due to asymmetric ice accumulations in cross-structure.
1.2 For craft operating in areas where ice accretion may be expected:
.1 Within the areas defined in 2.1, 2.3, 2.4 and 2.5 known to have icing
conditions significantly different from those in 1.1, ice accretion requirements
of one half to twice the required allowance may be applied.
.2 Within the area defined in 2.2, where ice accretion in excess of twice the
allowance required by 1.1 may be expected, more severe requirements than
those given in 1.1 may be applied.
Icing allowances in the areas defined in 2.1 to 2.5 will be specially considered on an
individual basis, and a detailed submission should be made to MCA Headquarters. This
submission should include the operational seasons and area, as well as the information
required under 1.3 below.
1.3 Information shall be provided in respect of the assumptions made in calculating the
condition of the craft in each of the circumstances set out in this annex for the following:
.1 duration of the voyage in terms of the period spent in reaching the destination
and returning to port; and
.2 consumption rates during the voyage for fuel, water, stores and other
consumables.
2 Areas of icing conditions
In the application of 1, the following icing areas shall apply:

.1 The area north of latitude 65°30'N, between longitude 28°W and the west
coast of Iceland; north of the north coast of Iceland; north of the rhumb line
running from latitude 66°N, longitude 15°W to latitude 73°30' N, longitude
15°E, north of latitude 73°30' N between longitude 15°E and 35°E, and east
of longitude 35°E, as well as north of latitude 56°N in the Baltic Sea.
.2 The area north of latitude 43°N bounded in the west by the North American
coast and the east by the rhumb line running from latitude 43°N, longitude
48°W to latitude 63°N, longitude 28°W and thence along longitude 28°W.
.3 All sea areas north of the North American continent, west of the areas
defined in .1 and .2.
.4 The Bering and Okhotsk Seas and the Tartary Strait during the icing season.
.5 South of latitude 60°S.
A chart to illustrate the areas is attached.
3 Special requirements
Craft intended for operation in areas where ice accretion is known to occur shall be:
.1 designed to minimize the accretion of ice; and
.2 equipped with such means for removing ice as the Administration may
require.

ANNEX 6
STABILITY OF HYDROFOIL CRAFT
The stability of these craft shall be considered in the hull-borne, transitional and foil-borne
modes. The stability investigation shall also take into account the effects of external forces.
The following procedures are outlined for guidance in dealing with stability.
The term “hydrofoil craft” is defined in 1.4.31 of the Code.
The term “hull-borne mode” has the same meaning as “displacement mode” defined in
1.4.22 of the Code.
The term “transitional mode” is defined in 1.4.57 of the Code.
The term “foil-borne mode” has the same meaning as “non-displacement mode” defined in
1.4.38 of the Code.
As required by 2.3.1, the stability of hydrofoil craft shall be assessed under all permitted
conditions of loading.
1 Surface-piercing hydrofoils
1.1 Hull-borne mode
1.1.1 The stability shall be sufficient to satisfy the provisions of 2.3, 2.4 and 2.6 of this
Code.
1.1.2 Heeling moment due to turning
The heeling moment developed during manoeuvring of the craft in the displacement mode
may be derived from the following formula:
2
Vo ⋅ Δ ⋅ KG
M R = 0.196 (kNm)
L
where:
MR = moment of heeling;
Vo = speed of the craft in the turn (m/s);
Δ = displacement (t);
L = length of the craft on the waterline (m);
KG = height of the centre of gravity above keel (m).
This formula is applicable when the ratio of the radius of the turning circle to the length of the
craft is 2 to 4.
MSIS024/ANNEX 6/ REV 06/09/ PAGE 1 OF 6

1.1.3 Relationship between the capsizing moment and heeling moment to satisfy the
weather criterion
The stability of a hydrofoil boat in the displacement mode can be checked for compliance
with the weather criterion K as follows:
M
K = c ≥1
Mv
where:
Mc = minimum capsizing moment as determined when account is taken of rolling;
Mv = dynamically applied heeling moment due to the wind pressure.
1.1.4 Heeling moment due to wind pressure
The heeling moment MV shall be taken as constant during the whole range of heel angles
and calculated by the following expression:
MV = 0.001 PV AV Z (kNm)
where :
PV = wind pressure = 750 (VW / 26)2 (N/m2)
AV = windage area including the projections of the lateral surfaces of the

hull, superstructure and various structures above the waterline (m2)
Z = windage area lever (m) = the vertical distance to the geometrical

centre of the windage area from the waterline
VW = the wind speed corresponding to the worst intended conditions

(m/s).
The method of calculating wind heeling moment for hydrofoils has been amended from the
1994 HSC Code to be similar to that used in annexes 7 and 8 for other craft types, also
taking into account the worst intended conditions.
1.1.5 Evaluation of the minimum capsizing moment Mc in the displacement mode
The minimum capsizing moment is determined from the static and dynamic stability curves
taking rolling into account.
.1 When the static stability curve is used, Mc is determined by equating the areas
under the curves of the capsizing and righting moments (or levers) taking rolling
into account, as indicated by figure 1, where θz is the amplitude of roll and MK is
a line drawn parallel to the abscissa axis such that the shaded areas S1 and S2
are equal.
Mc = OM, if the scale of ordinates represents moments,
Mc = OM x displacement, if the scale of ordinates represents levers.
MSIS024/ANNEX 6/ REV 06/09/ PAGE 2

.2 When the dynamic stability curve is used, first an auxiliary point A shall be
determined. For this purpose the amplitude of heeling is plotted to the right
along the abscissa axis and a point A' is found (see figure 2). A line AA' is
drawn parallel to the abscissa axis equal to the double amplitude of heeling
(AA' = 2θz) and the required auxiliary point A is found. A tangent AC to the
dynamic stability curve is drawn. From the point A the line AB is drawn
parallel to the abscissa axis and equal to 1 radian (57.3°). From the point B a
perpendicular is drawn to intersect with the tangent in point E. The distance
BE is equal to the capsizing moment if measured along the ordinate axis of
the dynamic stability curve. If, however, the dynamic stability levers are
plotted along this axis, BE is then the capsizing lever, and in this case the
capsizing moment Mc is determined by multiplication of ordinate BE (in
metres) by the corresponding displacement in tonnes
Mc = 9.81 Δ BE (kNm)
.3 The amplitude of rolling θz is determined by means of model and full-scale

tests in irregular seas as a maximum amplitude of rolling of 50 oscillations of
a craft travelling at 90° to the wave direction in sea state for the worst design
condition. If such data are lacking the amplitude is assumed to be equal to
15°.
.4 The effectiveness of the stability curves shall be limited to the angle of

flooding.

1.2 Transitional and foil-borne modes
1.2.1 The stability shall satisfy the provisions of 2.4 and 2.5 of this Code.
1.2.2.1 The stability in the transitional and foil-borne modes shall be checked for all cases of
loading for the intended service of the craft.
1.2.2.2 The stability in the transitional and foil-borne modes may be determined either by
calculation or on the basis of data obtained from model experiments and shall be verified by
full-scale tests by imposition of a series of known heeling moments by off-centre ballast
weights, and recording the heeling angles produced by these moments. When taken in the
hull-borne, take-off, steady foil-borne and settling to hull-borne modes, these results will
provide an indication of the values of the stability in the various situations of the craft during
the transitional condition.
1.2.2.3 The angle of heel in the foil-borne mode caused by the concentration of passengers
at one side shall not exceed 8°. During the transitional mode the angle of heel due to the
concentration of passengers on one side shall not exceed 12°. The concentration of
passengers shall be determined by the Administration, having regard to the guidance given
at annex 7 to this Code.
1.2.3 One of the possible methods of assessing foil-borne metacentric height (GM) in the
design stage for a particular foil configuration is given in figure 3.

Figure 3
⎛ LB ⎞ ⎛ LH ⎞
GM = nB ⎜⎜ − S ⎟⎟ + nH ⎜⎜ − S ⎟⎟
⎝ 2 tan I B ⎠ ⎝ 2 tan I H ⎠
where:
nB = percentage of hydrofoil load borne by front foil

nH = percentage of hydrofoil load borne by aft foil
LB = clearance width of front foil
LH = clearance width of aft foil
a = clearance between bottom of keel and water
g = height of centre of gravity above bottom of keel
IB = angle at which front foil is inclined to horizontal
IH = angle at which aft foil is inclined to horizontal
S = height of centre of gravity above water
2 Fully submerged hydrofoils
A “fully submerged foil” is defined in 2.1.3.2 of the Code.
2.1 Hull-borne mode
2.1.1 The stability in the hull-borne mode shall be sufficient to satisfy the provisions of 2.3
and 2.6 of this Code.
2.1.2 Paragraphs 1.1.2 to 1.1.5 of this annex are appropriate to this type of craft in the
hull-borne mode.
2.2 Transitional mode
2.2.1 The stability shall be examined by the use of verified computer simulations to
evaluate the craft's motions, behaviour and responses under the normal conditions and
limits of operation and under the influence of any malfunction.
2.2.2 The stability conditions resulting from any potential failures in the systems or
operational procedures during the transitional stage which could prove hazardous to the
craft's watertight integrity and stability shall be examined.

2.3 Foil-borne mode
The stability of the craft in the foil-borne mode shall be in compliance with the provisions of
2.4 of this Code. The provisions of paragraph 2.2 of this annex shall also apply.
2.4 Paragraphs 1.2.2.1, 1.2.2.2 and 1.2.2.3 of this annex shall be applied to this type of
craft as appropriate and any computer simulations or design calculations shall be verified by
full-scale tests.

ANNEX 7
STABILITY OF MULTIHULL CRAFT

The term “multihull craft” is defined in 2.1.3.4 of the Code.
1 Stability criteria in the intact condition
A multihull craft, in the intact condition, shall have sufficient stability when rolling in a seaway
to successfully withstand the effect of either passenger crowding or high-speed turning as
described in 1.4. The craft's stability shall be considered to be sufficient provided compliance
with this paragraph is achieved.
1.1 Area under the GZ curve
The area (A1) under the GZ curve up to an angle θ shall be at least:
A1 = 0.055 x 30°/θ (m.rad)
where θ is the least of the following angles:
.1 the downflooding angle;
.2 the angle at which the maximum GZ occurs; and
.3 30°.
1.2 Maximum GZ
The maximum GZ value shall occur at an angle of at least 10°.
1.3 Heeling due to wind
Paragraph 1.3 of this annex contains no actual criteria. An intact stability criterion for angle
of heel due to a steady wind is however given in 3.2.1 of this annex.
The wind heeling lever shall be assumed constant at all angles of inclination and shall be
calculated as follows:
Ρi .A . Z
HL1 = (m)
9800 Δ
HL2 = 1.5 HL1 (m) (see figure 1)
where:
Pi = 500 (VW / 26)2 (N/m2)
VW = wind speed corresponding to the worst intended conditions (m/s)
A = projected lateral area of the portion of the craft above the lightest service
waterline (m2)

Z = vertical distance from the centre of A to a point one half the lightest service
draught (m)
Δ = displacement (t).
1.4 Heeling due to passenger crowding or high-speed turning
Paragraph 1.4 of this annex contains no actual criteria, but the data derived are required in
the application of 1.5 below, using the heeling levers listed in 3.1 of this annex.
Heeling due to the crowding of passengers on one side of the craft or to high-speed turning,
whichever is the greater, shall be applied in combination with the heeling lever due to
wind (HL2).
1.4.1 Heeling due to passenger crowding
When calculating the magnitude of the heel due to passenger crowding, a passenger
crowding lever shall be developed using the assumptions stipulated in 2.10 of this Code.
1.4.2 Heeling due to high-speed turning
When calculating the magnitude of the heel due to the effects of high-speed turning, a
high-speed turning lever shall be developed using either the following formula or an
equivalent method specifically developed for the type of craft under consideration, or trials or
model test data:
1 Vo2 ⎛ d⎞
TL = ⎜ KG − ⎟ (m)
g R ⎝ 2⎠
where:
TL = turning lever (m)
Vo= speed of craft in the turn (m/s)
R = turning radius (m)
KG = height of vertical centre of gravity above keel (m)
d = mean draught (m)
g = acceleration due to gravity.
It should be noted that this method is extremely simplistic and often pessimistic because it
ignores hydrodynamic forces on the hull and appendages. Alternatively, another method of
assessment may be employed, as provided for in 2.1.4 of this Code.
1.5 Rolling in waves (figure 1)
The effect of rolling in a seaway upon the craft's stability shall be demonstrated
mathematically. In doing so, the residual area under the GZ curve (A2), i.e. beyond the
angle of heel (θh), shall be at least equal to 0.028 m.rad up to the angle of roll θr. In the
absence of model test or other data, θr shall be taken as 15° or an angle of (θd - θh),
whichever is less.

The determination of θr using model test or full-scale data should be made using the method
for determining θZ in 1.1.5.3 of annex 6.
2 Criteria for residual stability after damage
It is helpful to read 2.5 and 2.6 of this annex before proceeding further.
Paragraph 2.2 of this annex contains no actual criteria. A damaged stability criterion for
angle of heel due to a steady wind is however given in 3.2.2 of this annex.
2.1 The method of application of criteria to the residual stability curve is similar to that for
intact stability except that the craft in the final condition after damage shall be considered to
have an adequate standard of residual stability provided:
.1 the required area A2 shall be not less than 0.028 m.rad (figure 2 refers); and
.2 there is no requirement regarding the angle at which the maximum GZ value

shall occur.
2.2 The wind heeling lever for application on the residual stability curve shall be assumed
constant at all angles of inclination and shall be calculated as follows:
Pd .A . Z
HL3 =
9800Δ
where:
Pd = 120 (VW / 26)2 (N/m2)
VW = wind speed corresponding to the worst intended conditions (m/s)
A = projected lateral area of the portion of the ship above the lightest service
waterline (m2)
Z = vertical distance from the centre of A to a point one half of the lightest service
draught (m)
Δ = displacement (t).
2.3 The same values of roll angle shall be used as for the intact stability.
The intact stability roll angle is described in 1.5 of this annex.
2.4 The downflooding point is important and is regarded as terminating the residual
stability curve. The area A2 shall therefore be truncated at the downflooding angle.
2.5 The stability of the craft in the final condition after damage shall be examined and
shown to satisfy the criteria, when damaged as stipulated in 2.6 of this Code.
2.6 In the intermediate stages of flooding, the maximum righting lever shall be at least
0.05 m and the range of positive righting lever shall be at least 7°. In all cases, only one
breach in the hull and only one free surface need to be assumed.

3 Application of heeling levers
3.1 In applying the heeling levers to the intact and damaged curves, the following shall
be considered:
.1 for intact condition:
.1.1 wind heeling lever (including gusting effect) (HL2); and
.1.2 wind heeling lever (including gusting effect) plus either the passenger
crowding or speed turning levers whichever is the greater (HTL);
.2 for damage condition:
.2.1 wind heeling lever - steady wind (HL3); and
.2.2 wind heeling lever plus heeling lever due to passenger crowding (HL4).
3.2 Angles of heel due to steady wind
3.2.1 The angle of heel due to a wind gust when the heeling lever HL2, obtained as in 1.3,
is applied to the intact stability curve shall not exceed 10°.
3.2.2 The angle of heel due to a steady wind when the heeling lever HL3, obtained as in
2.2, is applied to the residual stability curve after damage, shall not exceed 15° for
passenger craft and 20° for cargo craft.

MULTIHULL CRAFT CRITERIA
HL2
not greater than 10°
Figure 1 - Intact stability
not greater than 15o for passenger craft and 20o for cargo craft
Figure 2 - Damage stability
Abbreviations used in figures 1 and 2
HL2 = Heeling lever due to wind + gusting

HTL = Heeling lever due to wind + gusting + (passenger crowding or turning)
HL3 = Heeling lever due to wind
HL4 = Heeling lever due to wind + passenger crowding
θm = Angle of maximum GZ
θd = Angle of downflooding
θr = Angle of roll
θe = Angle of equilibrium, assuming no wind, passenger crowding or turning effects
θh = Angle of heel due to heeling lever HL2, HTL, HL3 or HL4
A1 > Area required by 1.1
A2 > 0.028 m.rad

ANNEX 8
STABILITY OF MONOHULL CRAFT

This annex was introduced into the 2000 HSC Code to bring consistency of format to the
presentation of stability criteria for different craft types.
1 Stability criteria in the intact condition
1.1 The weather criterion contained in paragraph 3.2 of the Intact Stability Code* shall
apply. In applying the weather criterion the value of wind pressure P (N/m2) shall be taken as
(500{VW / 26}2), where VW = wind speed (m/s) corresponding to the worst intended
conditions. In applying the weather criterion account shall also be taken of the roll damping
characteristics of individual craft in assessing the assumed roll angle θ1, which may
alternatively be derived from model or full-scale tests. Hulls with features which greatly
increase damping, such as immersed sidehulls, substantial arrays of foils, or flexible skirts or
seals, are likely to experience significantly smaller magnitudes of roll angle. For such craft,
therefore, the roll angle shall be derived from model or full-scale tests or in the absence of
such data shall be taken as 15°.
* Refer to the Code on Intact Stability for All Types of Ships Covered by IMO Instruments, adopted by the
Organization by resolution A.749(18), as amended by resolution MSC.75(69).
The International Code on Intact Stability 2008 (Ref. MSC 83/28/Add.2) was adopted in May
2008 and takes effect from 1st July 2010.
The Intact Stability Code does not contain a specific requirement in respect of the angle of
heel due to wind. The angle of heel due to wind, in applying paragraph 3.2.2.1.2 of the Intact
Stability Code, shall not exceed 16° or 80% of the angle of deck-edge immersion (whichever
is less). Where the angle of heel due to wind exceeds 10°, efficient non-slip deck surfaces
and suitable holding points shall be provided, in accordance with paragraph 2.13.1.1 of this
Code.
The determination of θ1 using model test or full-scale data should be made using the method
for determining θZ in 1.1.5.3 of annex 6.
1.2 The area under the righting lever curve (GZ curve) shall not be less than 0.07 m.rad
up to θ = 15° when the maximum righting lever (GZ) occurs at θ = 15°, and 0.055 m.rad up
to θ = 30° when the maximum righting lever occurs at θ = 30° or above. Where the maximum
righting lever occurs at angles of between θ = 15° and θ = 30°, the corresponding area under
the righting lever curve shall be:
A = 0.055 + 0.001 (30° - θmax ) (m.rad)
where:
θmax is the angle of heel, in degrees, at which the righting lever curve reaches its
maximum.
1.3 The area under the righting lever curve between θ = 30° and θ = 40° or between θ =
30° and the angle of flooding θF* if this angle is less than 40°, shall not be less than
0.03 m.rad.

*
In applying this criterion, small openings through which progressive flooding cannot take
place need not be considered open.
1.4 The righting lever GZ shall be at least 0.2 m at an angle of heel equal to or greater
than 30°.
1.5 The maximum righting lever shall occur at an angle of heel not less than 15°.
1.6 The initial metacentric height GMT shall not be less than 0.15 m.
2 Criteria for residual stability after damage
2.1 The stability required in the final condition after damage, and after equalization where
provided, shall be determined as specified in 2.1.1 to 2.1.4.
2.1.1 The positive residual righting lever curve shall have a minimum range of 15° beyond
the angle of equilibrium. This range may be reduced to a minimum of 10°, in the case where
the area under the righting lever curve is that specified in 2.1.2, increased by the ratio:
15
range
where the range is expressed in degrees.
The range shall be taken as the difference between the equilibrium heel angle and the heel
angle at which the residual righting lever subsequently becomes negative or the angle at
which progressive flooding occurs, whichever is less.
2.1.2 The area under the righting lever curve shall be at least 0.015 m.rad, measured from
the angle of equilibrium to the lesser of:
.1 the angle at which progressive flooding occurs; and
.2 27° measured from the upright.
2.1.3 A residual righting lever shall be obtained within the range of positive stability, taking
into account the greatest of the following heeling moments:
.1 the crowding of all passengers towards one side;
.2 the launching of all fully loaded davit-launched survival craft on one side; and
.3 due to wind pressure,
as calculated by the formula:
heeling moment
GZ = + 0.04 (m)
displacement
However, in no case, this righting lever shall be less than 0.1 m.
2.1.4 For the purpose of calculating the heeling moments referred to in 2.1.3, the following
assumptions shall be made:

.1 Moments due to crowding of passengers. This should be calculated in
accordance with 2.10 of the Code.
.2 Moments due to launching of all fully loaded davit-launched survival craft on

one side:
.2.1 all lifeboats and rescue boats fitted on the side to which the craft has
heeled after having sustained damage shall be assumed to be swung
out fully loaded and ready for lowering;
.2.2 for lifeboats which are arranged to be launched fully loaded from the
stowed position, the maximum heeling moment during launching shall
be taken;
.2.3 a fully loaded davit-launched liferaft attached to each davit on the side
to which the craft has heeled after having sustained damage shall be
assumed to be swung out ready for lowering;
.2.4 persons not in the life-saving appliances which are swung out shall not
provide either additional heeling or righting moment; and
.2.5 life-saving appliances on the side of the craft opposite to the side to
which the craft has heeled shall be assumed to be in a stowed
position.
.3 Moments due to wind pressure:
.3.1 the wind pressure shall be taken as (120 {VW/26}2) (N/m2),

where VW = wind speed (m/s), corresponding to the worst intended
condition;
.3.2 the area applicable shall be the projected lateral area of the craft
above the waterline corresponding to the intact condition; and
.3.3 the moment arm shall be the vertical distance from a point at one half
of the mean draught corresponding to the intact condition to the centre
of gravity of the lateral area.
2.2 In intermediate stages of flooding, the maximum righting lever shall be at least
0.05 m and the range of positive righting levers shall be at least 7°. In all cases, only one
breach in the hull and only one free surface need be assumed.

ANNEX 9
DEFINITIONS, REQUIREMENTS AND COMPLIANCE CRITERIA

RELATED TO OPERATIONAL AND SAFETY PERFORMANCE
This annex applies to all types of craft. Tests to evaluate operational safety shall be
conducted on the prototype craft of a new design or of a design incorporating new features
which may modify the results of a previous testing. The tests shall be carried out to a
schedule agreed between the Administration and the manufacturer. Where conditions of
service warrant additional testing (e.g., low temperature), the Administration or base port
State authorities, as appropriate, may require further demonstrations. Functional
descriptions, technical and system specifications relevant to the understanding and
evaluation of craft performance shall be available.
The objective of these tests is to provide essential information and guidance to enable the
craft to be operated safely under normal and emergency conditions within the design speed
and environmental envelope.
The following procedures are outlined as requirements in dealing with verification of craft
performance.
Attention is drawn to the various stability phenomena to which certain types of high-speed
craft may be susceptible, as listed in 2.1.5 of the Code. Operational and safety trials should
be used to verify that such behaviour is either not present, or if present is not hazardous to
the craft or occupants.
These safety trials are sometimes termed the “heavy weather sea trials”.
Refer to the guidelines on Annex 12 – “Guidelines for uniform operating limitations of high-
speed craft” , MSC.1/Circ.1329 and Annex 2..
1 Performance
1.1 General
1.1.1 The craft shall meet the applicable operational requirements in chapter 17 of this
Code and this annex for all extremes of passenger and load configurations for which
certification is required. The limiting sea state related to the different modes of operation
shall be verified by tests and analyses of a craft of the type for which certification is
requested.
The extremes of passenger and load configurations considered should include variations in
mass, and vertical and longitudinal centre-of-gravity position.
1.1.2 Operational control of the craft shall be in accordance with procedures established by
the applicant for operation in service. Procedures to be established shall be start procedure,
cruise procedures, normal and emergency stop and manoeuvre procedures.
1.1.3 The procedures established under 1.1.2 shall:
.1 demonstrate that normal manoeuvres and craft responses to failures are

consistent in performance;

.2 use methods or devices that are safe and reliable; and
.3 include allowance for any time lag in the execution of procedures that may
reasonably be expected in service.
1.1.4 Procedures required by this annex shall be conducted over water of sufficient depth
such that craft performance will not be affected.
1.1.5 Tests shall be conducted at minimum practicable weight and additional testing shall
be conducted at maximum weight sufficient to establish the need for additional restrictions
and for testing to examine the effect of weight.
2 Stopping
2.1 This test is to establish the acceleration experienced when stopping the craft in calm
water with no passenger load or cargo load during the following conditions:
.1 normal stop for maximum operational speed;
.2 emergency stop for maximum operational speed; and
.3 crash stop from maximum operational speed and from any transitional mode
speed.
In clause 1.4.44 operational speed is defined as 90% of maximum speed, which is defined in
1.4.37.
2.2 The tests referred to in 2.1.1 and 2.1.2 shall document that the accelerations do not
exceed safety level 1 in annex 3 when control levers are used in accordance to written
procedures as given in the craft operating manual or in an automatic mode. Should safety
level 1 be exceeded during normal stop, control systems shall be modified in order to avoid
exceedance or passengers shall be required to be seated during normal stop. Should safety
level 1 be exceeded during emergency stop, then written procedures in the craft operating
manual shall include detailed information of how to avoid exceedance or the control system
shall be modified to avoid exceedance.
2.3 The test referred to in 2.1.3 shall document that the accelerations do not exceed
safety level 2 in annex 3 when control levers of automatic modes are used in a manner
which will give the highest accelerations. If safety level 2 is exceeded then the craft
operating manual shall include a warning that it is a risk to passengers being injured, if a
crash stop is performed.
2.4 Other tests shall be repeated during craft turning to establish the need or otherwise
to impose any speed-related restrictions during manoeuvres.
Stopping during full-helm turns at high-speed may result in high horizontal accelerations. If
necessary, the maximum permissible helm angle during stopping manoeuvres that is
necessary to avoid exceeding safety level 1 in table 1 of annex 3 should be determined, and
this information provided at the operating station, as well as in the craft operating manual.

3 Cruise performance
3.1 This test is to establish the craft performance and accelerations experienced during
cruise modes with no passenger load or cargo load during the following conditions:
.1 normal operation conditions are those in which the craft will safely cruise at
any heading while manually operated, auto-pilot assisted operated or
operated with any automatic control system in normal mode; and
.2 worst intended conditions, referred to in 1.4.57 of this Code, are those in

which it shall be possible to maintain safe cruise without exceptional piloting
skill. However, operations at all headings relative to the wind and sea may
not be possible. For type of craft having a higher performance standard in
non-displacement mode, the performance and accelerations shall also be
established at displacement mode during operation in the worst intended
condition.
3.2 Operation levels, as defined in 3.1, shall be established and documented by full-scale
tests in at least two relevant sea conditions and in head, beam and following seas. It shall
be shown that the period of every test (run) and the number of series are sufficient for
achieving reliable measurements. In every sea state tested, the aggregate time in each
direction shall not be less than 15 min. Model tests and mathematical simulations could be
used to verify the performance in the worst intended conditions.
Limits for normal operation condition shall be documented by measurements of craft speed,
heading to the wave and interpolation of measurements of maximum horizontal
accelerations in accordance with 2.4 of annex 3. Measurement of wave height and period
shall be made to the maximum extent practicable.
Limits for worst intended condition shall be documented by measurements of craft speed,
wave height and period, heading to the wave and by root mean square (RMS) values of
horizontal accelerations in accordance with 2.4 of annex 3 and of vertical accelerations close
to the craft longitudinal centre of gravity. RMS values could be used for extrapolation of
peak values. To obtain the expected peak values related to structural design load and
safety levels (one per 5-min exceedance), multiply the RMS values by 3.0 or
C= 2 ln N
where:
N is the number of successive amplitudes within the relevant period.
If not otherwise verified by model tests or by mathematical calculations, it might be assumed

a linear relation between wave height and accelerations based on measurements in the two
sea conditions. Limits for worst intended condition shall be documented both related to
passenger safety in accordance with 2.4 of annex 3 and related to the actual structural
design load of the craft.
The wave height limitations imposed on the operation of high-speed craft are initially based
on the critical design condition of the craft at 90% of maximum speed.
Tests in this section should be carried out to demonstrate the operational and safety
performance of the craft during its normal and emergency condition. A craft should only
operate within an envelope that delivers a suitable safety margin at all times.

The Shipping Safety Branch should be consulted for the initial limitation for a prototype craft
of a new design or of a design incorporating new features.
An operator may wish to increase the limitation because they believe that their craft is
capable of operating safely in high seas. While this may be possible in principle, supporting
theoretical and practical evidence is required. Theoretical evidence can take the form of a
statement from a Classification Society, certifying that the craft has been designed and built
to operate safely at full operational speed in a particular weather window. The practical
evidence will take the form of a series of tests (Heavy Weather Sea Trials), witnessed by an
MCA Surveyor – refer to the guidance at the end of this annex.
In assessing increased sea state limitations, , for craft on which liferafts are to be boarded
directly consideration should also be given to the practicality and safety of evacuation into
survival craft in those conditions, as required by 8.7.4. Craft fitted with Marine Escape
Systems are not required to be limited by these evacuation considerations.
3.3 The tests and verification process shall document the limiting seas for safe operation
of the craft:
.1 in normal operation at maximum operational speed the accelerations shall not

exceed safety level 1 in annex 3 with an average of one per 5-min period.
The craft operating manual shall include detailed description of the effects of
speed reduction or change of heading to the waves in order to prevent
exceedance;
.2 in the worst intended conditions, with reduced speed as necessary, the

accelerations shall not exceed safety level 2 in annex 3 with an average of
one per 5-min period, nor shall any other craft characteristic motion as pitch,
roll and yaw exceed levels that could impede the safety of passengers. In
worst intended conditions, with reduced speed as necessary, craft shall be
safely manoeuvrable and provide adequate stability in order that the craft can
continue safe operation to the nearest place of refuge, provided caution is
exercised in handling. Passengers shall be required to be seated when
safety level 1 in annex 3 is exceeded; and
.3 within the actual structural design load for the craft, with reduced speed and
change of heading, as necessary.
3.4 Turning and manoeuvrability
The craft shall be safely controllable and manoeuvrable during:
.1 hull-borne operation;
.2 operation in non-displacement mode;
.3 take-off, landing;
.4 any intermediate or transition modes, as applicable; and
.5 berthing operations, as applicable.
Full-helm turns at high-speed may result in high horizontal (lateral) accelerations. If

necessary the maximum permissible helm angle at each speed that is necessary to avoid

exceeding safety level 1 in table 1 of annex 3 should be determined, and this information
provided in the operating station, as well as in the craft operating manual.
4 Effects of failures or malfunction
4.1 General
The limits of safe operation, special handling procedures and any operational restrictions
shall be examined and developed as a result of full-scale trials conducted by simulating
possible equipment failures.
The failures to be examined shall be those leading to major or more severe effects as
determined from evaluation of FMEA or similar analysis.
Failures to be examined shall be agreed between the craft manufacturer and the
Administration and each single failure shall be examined in a progressive manner.
4.2 Objects of tests
Examination of each failure shall result in:
.1 determining safe limits of craft operation at the time of failure, beyond which
the failure will result in degradation beyond safety level 2;
.2 determining crew member's actions, if any, to minimize or counter the effect

of the failure; and
.3 determining craft or machinery restrictions to be observed to enable the craft

to proceed to a place of refuge with the failure present.
4.3 Failures to be examined
Equipment failures shall include, but not be limited to, the following:
.1 total loss of propulsion power;
.2 total loss of lift power (for ACV and SES);
.3 total failure of control of one propulsion system;
.4 involuntary application of full propulsion thrust (positive or negative) on one

system;
.5 failure of control of one directional control system;
.6 involuntary full deflection of one directional control system;
.7 failure of control of trim control system;
.8 involuntary full deflection of one trim control system element; and
.9 total loss of electrical power.

Failures shall be fully representative of service conditions and shall be simulated as
accurately as possible in the most critical craft manoeuvre where the failure will have
maximum impact.
4.4 "Dead ship" test
In order to establish craft motions and direction of laying to wind and waves, for the
purposes of determining the conditions of a craft evacuation, the craft shall be stopped and
all main machinery shut down for sufficient time that the craft's heading relative to wind and
waves has stabilized. This test shall be carried out on an opportunity basis to establish
patterns of the design's "dead ship" behaviour under a variety of wind and sea states.
Dead ship - this is the worst scenario, but the point is not whether it is likely or unlikely to
occur. This test is to establish craft motion to determine the condition of the craft during an
evacuation scenario and, in case of a black-out, the safety of crew and passengers.
Heavy Weather Sea Trials:
This program is to establish the craft performance and accelerations experienced during
normal operation at the maximum permitted weather condition.
Each test run should have a duration of at least 20 minutes.

Tests may be conducted in any order as required.
The tests should be planned according to the weather forecast, supported by readings from
a wave measurement buoy.
All tests should be carried out at/around the Significant Wave height to be entered in the
Permit to Operate.
No passengers or cargo should be carried during these tests.
The following should be monitored and used to evaluate (assess) the tests:
pitch and roll, heave and yaw
the vertical and horizontal (longitudinal and transverse) accelerations at:
− the after end of the after passenger space,
− the forward end of the forward passenger space, and
− at the LCG of the craft
− if the craft is intended to carry them, the lashing forces on HGVs and cars (one at each
end of the vehicle deck)
The following programme of eight tests is recommended:
1. Dead ship
2. Following sea (at 50% of maximum speed)
3. Following sea (at 90% of maximum speed)
4. Head to sea (at 90% of maximum speed)
5. 4 points starboard bow (at 90% of maximum speed)
6. 4 points port bow (at 90% of maximum speed)
7. 4 points on starboard quarter (at 90% of maximum speed)
8. 4 points on port quarter (at 90% of maximum speed)
During the tests, following standards should be maintained:

− people on board should not be thrown about, meaning that an average person will be
able to keep their balance when holding;
− people should not fall out of their seats when not wearing seat belts;
− vertical accelerations of 1g or more should not be experienced;
− maximum horizontal (longitudinal or transverse) acceleration should not exceed 0.20g;
− no object should be thrown about;
− no movement of unlashed cars at each end (stowed as normal for a typical voyage);
− there should be no failure of any machinery or structures; and
− the craft must maintain a safe cruise without requiring exceptional piloting skill.
In general - There should be no risk of injury to people on board during normal and
emergency conditions and they should be protected from unfavourable environmental
conditions.

ANNEX 10
CRITERIA FOR TESTING AND EVALUATION OF REVENUE AND

CREW SEATS
These criteria have been amended from the 1994 HSC Code in order to clarify and eliminate
inconsistencies.
1 Purpose and scope
The purpose of these criteria is to provide requirements for revenue and crew seats, seat
anchorage and seat accessories and their installation to minimize occupant injury and/or
disruption of egress/ingress if the craft suffers a collision.
2 Static seat tests
2.1 The requirements of this section are applicable to all crew and revenue seats.
Note that static tests now apply to ALL seats. This is a change from the 1994 HSC Code, in
which static tests are only applied to seats in craft with a collision design acceleration, gcoll,
less than 3.
2.2 All seats to which this paragraph applies, along with their supports and deck
attachments, shall be designed to withstand at least the following static forces applied in the
direction of the craft:
.1 forward direction: a force of 2.25 kN;
.2 after direction: a force of 1.5 kN;
.3 transverse direction: a force of 1.5 kN;
.4 vertically downward: a force of 2.25 kN; and
.5 vertically upward: a force of 1.5 kN.
A seat shall comprise a frame, bottom and back. Forces applied in the fore or aft direction
of the seat shall be applied horizontally to the seat back 350 mm above the seat bottom.
Forces applied in the transverse seat direction shall be applied horizontally to the seat
bottom. Vertical upward forces shall be evenly distributed to the corners of the seat bottom
frame. Vertical downward forces shall be uniformly distributed over the seat bottom.
If a seating unit consists of more than one seating position, these forces shall be applied at
each seating position concurrently during the tests.
2.3 When the forces are applied to a seat, consideration shall be given to the direction in
which the seat is to face in the craft. For example, if the seat faces sideways, the transverse
craft force would be applied fore and aft on the seat and the forward craft force would be
applied transversely on the seat.
Where the same seating unit is used in a variety of orientations within the craft, it should be
separately tested for each orientation.
MSIS024/ANNEX 10/REV 06/09/PAGE 1 OF 4

2.4 Each seating unit to be tested shall be attached to the support structure similar to the
manner in which it will be attached to the deck structure in the craft. Although a rigid support
structure can be used for these tests, a support structure, having the same strength and
stiffness as the support structure in the craft, is preferred.
2.5 The forces described in 2.2.1 to 2.2.3 shall be applied to the seat through a
cylindrical surface having a radius of 80 mm and a width at least equal to the width of the
seat. The surface shall be equipped with at least one force transducer able to measure the
forces applied.
2.6 The seat shall be considered acceptable if:
.1 under the influence of the forces referred to in 2.2.1 to 2.2.3, the permanent
displacement measured at the point of application of the force is not more
than 400 mm;
.2 no part of the seat, the seat mountings or the accessories become completely
detached during the tests;
.3 the seat remains firmly held, even if one or more of the anchorages is partly
detached;
.4 all of the locking systems remain locked during the entire test but the
adjustment and locking systems need not be operational after the tests; and
.5 rigid parts of the seat with which the occupant may come into contact shall
present a curved surface with a radius of at least 5 mm.
2.7 The requirements of section 3 may be used in lieu of the requirements of this section
provided that the accelerations used for the tests are at least 3g.
3 Dynamic seat tests
Note that since section 3 only requires tests under the collision design acceleration, gcoll,
static tests in the other directions will always be required.
3.1 The requirements of this section are applicable in addition to those in 2.1 for crew
and revenue seats in craft having a design collision load of 3g or greater.
3.2 All seats for which this section applies, the seat supporting structure, the attachment
to the deck structure, the lap belt, if installed, and shoulder harness, if installed, shall be
designed to withstand the maximum acceleration force that can be imposed upon them
during a design collision. Consideration shall be given to the orientation of the seat relative
to the acceleration force (i.e. whether the seat is forward-, aft-, or side-facing).
Where the same seating unit is used in a variety of orientations within the craft, it should be
separately tested for each orientation.
3.3 The acceleration pulse to which the seat is subjected shall be representative of the
collision time-history of the craft. If the collision time-history is not known, or cannot be
simulated, the acceleration time-history envelope shown in the figure can be used.
MSIS024/ANNEX 10/REV 06/09/PAGE 2

The acceleration time-history used in the test should lie in the area between the two solid
lines in the figure below.
3.4 In the test frame, each seat unit and its accessories (e.g., lap belts and shoulder
harnesses) shall be attached to the support structure similar to the manner in which it will be
attached in the craft. The support structure can be a rigid surface; however, a support
structure having the same strength and stiffness as the support structure in the craft is
preferred. Other seats and/or tables with which an occupant may come in contact during a
collision shall be included in the test frame in an orientation and with a method of attachment
typical of that in the craft.
“Same strength and stiffness” to be interpreted as “equivalent strength and stiffness”.
3.5 During the dynamic seat test, a fiftieth percentile anthropomorphic test dummy,
suitable for the test being conducted, shall be placed in the seat in an upright seating
position. If a typical seating unit is composed of more than one occupant seat, a test dummy
shall be placed in each occupant seat in the unit. The dummy, or dummies, shall be secured
in the seat unit in accordance with procedures of recognized national standards* and be
secured using only the lap belt and shoulder harness if they are installed. Tray tables and
other such devices shall be placed in the position that would cause the greatest potential for
an occupant to become injured.
* Refer to ECE 80 with addendum 79. Other national standards may be acceptable.
ECE 80 (Seat (Large Passenger Vehicle)) is a UN safety regulation available online.
3.6 The test dummy shall be instrumented and calibrated, in accordance with the
requirements of a recognized national standard, so as to permit, as a minimum, calculation
of the head injury criterion, calculation of the thoracic trauma index, measurement of force in
the femur, and measurement, if possible, of extension and flexion of the neck.
3.7 If more than one dummy is used in the tests, the dummy located in the seat having
the highest potential for an occupant to be injured shall be the one instrumented. The other
dummy or dummies need not be instrumented.
3.8 The tests shall be conducted and the instrumentation shall be sampled at a rate
sufficient to reliably show response of the dummy in accordance with the requirements of a
recognized national standard*.
* Refer to the specifications of International Standard ISO 6487 – Road vehicles – Measurement techniques in
impact tests – Instrumentation (1987) or SAE J211 – Instrumentation.
ISO 6487 - use latest edition, most recent is 2002
3.9 The seat unit tested in accordance with the requirements of this section shall be
considered acceptable if:
.1 the seat unit and tables installed in the seat unit or area do not become
dislodged from the supporting deck structure and do not deform in a manner
that would cause the occupant to become trapped or injured;
.2 the lap belt, if installed, remains attached and on the test dummy's pelvis
during the impact. The shoulder harness, if installed, remains attached and in
the immediate vicinity of the test dummy's shoulder during the impact. After
the impact, the release mechanisms of any installed lap belt and shoulder
harness shall be operative;
.3 the following acceptability criteria are met:
.3.1 the head injury criterion (HIC), calculated in accordance with the
formula, does not exceed 500
2.5
⎡ 1 t2 ⎤
HIC = ( t 2 − t1 ) ⎢ ∫ a ( t ) dt ⎥
⎣ t 2 − t1 t 1 ⎦
where:
tl and t2 are the beginning and ending times (in seconds) of the
interval in which the HIC is a maximum. The term a(t) is the
resultant measured acceleration in the head of the dummy in
g;
.3.2 the thoracic trauma index (TTI), calculated in accordance with the
formula, does not exceed 30g except for periods totalling less than 3
ms
g + g LS
TTI = R or acceleration at the centre of gravity
2
where:
gR is the acceleration in g of either the upper or lower rib;
gLS is the acceleration in g of the lower spine; and
.3.3 the force in the femur does not exceed 10 kN except that it cannot
exceed 8 kN for periods totalling more than 20 ms; and
.4 loads on the upper torso harness straps do not exceed 7.8 kN or a total of 8.9
kN if dual straps are used.

ANNEX 11
OPEN REVERSIBLE LIFERAFTS
These requirements are closely similar but slightly different to those given in MSN 1676 (M),
schedule 4, part 4.
1 General
1.1 All open reversible liferafts shall :
Refer to the Life Saving Appliances Code Chapter IV and MSC/Circ.81(70), as appropriate.
.1 be constructed with proper workmanship and materials;
.2 not be damaged in stowage throughout the air temperature range of -18°C

to +65°C;
.3 be capable of operating throughout an air temperature range of -18°C to

+65°C and a seawater temperature range of -1°C to +30°C;
.4 be rot-proof, corrosion-resistant and not be unduly affected by seawater, oil or

fungal attack;
.5 be stable and maintain their shape when inflated and fully laden; and
.6 be fitted with retro-reflective material, where it will assist in detection, and in

accordance with the recommendations adopted by the Organization*.
* Refer to the Recommendation on the use and fitting of retroflective materials on life-saving appliances, adopted
by the Organization by resolution A.658(16).
2 Construction
2.1 The open reversible liferaft shall be so constructed that when it is dropped into the
water in its container from a height of 10 m, the liferaft and its equipment will operate
satisfactorily. If the open reversible liferaft is to be stowed at a height of more than 10 m
above the waterline in the lightest seagoing condition, it shall be of a type which has been
satisfactorily drop-tested from at least that height.
2.2 The open reversible floating liferaft shall be capable of withstanding repeated jumps
on to it from a height of at least 4.5 m.
2.3 The open reversible liferaft and its fittings shall be so constructed as to enable it to be
towed at a speed of 3 knots in calm water when loaded with its full complement of persons
and equipment, with the sea-anchor deployed.
2.4 The open reversible liferaft when fully inflated shall be capable of being boarded from
the water whichever way up it inflates.
2.5 The main buoyancy chamber shall be divided into:

.1 not less than two separate compartments, each inflated through a non-return
inflation valve on each compartment; and
.2 the buoyancy chambers shall be so arranged that in the event of one of the
compartments being damaged or failing to inflate, the intact compartment
shall be able to support, with positive freeboard over the open reversible
liferaft's entire periphery, the number of persons which the liferaft is permitted
to accommodate, each having a mass of 75 kg and seated in their normal
positions.
2.6 The floor of the open reversible liferaft shall be waterproof.
2.7 The open reversible liferaft shall be inflated with a non-toxic gas by an inflation
system complying with the requirements of paragraph 4.2.2 of the LSA Code. Inflation shall
be completed within the period of 1 min at an ambient temperature of between 18°C and
20°C and within a period of 3 min at an ambient temperature of -18°C. After inflation the
open reversible liferaft shall maintain its form when loaded with its full complement of
persons and equipment.
2.8 Each inflatable compartment shall be capable of withstanding a pressure equal to at

least three times the working pressure and shall be prevented from reaching a pressure
exceeding twice the working pressure either by means of relief valves or by a limited gas
supply. Means shall be provided for fitting the topping-up pump or bellows.
2.9 The surface of the buoyancy tubes shall be of non-slip material. At least 25% of
these tubes shall be of a highly visible colour.
In this respect it will be acceptable if the water pockets required by 3.5 of this annex are
manufactured in a highly visible colour. (MSN 1673 (M))
2.10 The number of persons which an open reversible liferaft shall be permitted to
accommodate shall be equal to the lesser of:
.1 the greatest whole number obtained by dividing by 0.096 the volume,

measured in cubic metres, of the main buoyancy tubes (which for this
purpose shall not include the thwarts, if fitted) when inflated; or
.2 the greatest whole number obtained by dividing by 0.372 the inner horizontal
cross-sectional area of the open reversible liferaft measured in square metres
(which for this purpose may include the thwart or thwarts, if fitted) measured
to the innermost edge of the buoyancy tubes; or
.3 the number of persons having an average mass of 75 kg, all wearing

lifejackets, that can be seated inboard of the buoyancy tubes without
interfering with the operation of any of the liferaft's equipment.
3 Open reversible liferaft fittings
3.1 Lifelines shall be securely becketed around the inside and outside of the open
reversible liferaft.
3.2 The open reversible liferaft shall be fitted with an efficient painter of a length suitable
for automatic inflation on reaching the water. For open reversible liferafts accommodating
more than 30 persons an additional bowsing-in line shall be fitted.

3.3 The breaking strength of the painter system, including its means of attachment to the
open reversible liferaft, except the weak link required by paragraph 4.1.6.2 of the LSA Code,
shall be:
.1 7.5 kN for open reversible liferafts accommodating up to 8 persons;
.2 10 kN for open reversible liferafts accommodating 9 to 30 persons; and
.3 15 kN for open reversible liferafts accommodating more than 30 persons.
3.4 The open reversible liferaft shall be fitted with at least the following number of inflated
ramps to assist boarding from the sea whichever way up the raft inflates:
.1 one boarding ramp for open reversible liferafts accommodating up to 30

persons; or
.2 two boarding ramps for open reversible liferafts accommodating more than 30
persons; such boarding ramps shall be 180O apart.
3.5 The open reversible liferaft shall be fitted with water pockets complying with the
following requirements:
.1 the cross-sectional area of the pockets shall be in the shape of an isosceles

triangle with the base of the triangle attached to the buoyancy tubes of the
open reversible liferaft;
.2 the design shall be such that the pockets fill to approximately 60% of capacity
within 15 s to 25 s of deployment;
.3 the pockets attached to each buoyancy tube shall normally have aggregate
capacity of between 125 l and 150 l for inflatable open reversible liferafts up
to and including the 10-person size;
.4 the pockets to be fitted to each buoyancy tube on liferafts certified to carry

more than 10 persons shall have, as far as practicable, an aggregate capacity
of 12 N litres, where N is the number of persons carried;
.5 each pocket on a buoyancy tube shall be attached so that when the pocket is
in the deployed position it is attached along the full length of its upper edges
to, or close to, the lowest part of the lower buoyancy tube; and
.6 the pockets shall be distributed symmetrically round the circumference of the

liferaft with sufficient separation between each pocket to enable air to escape
readily.
3.6 At least one manually controlled lamp complying with the requirements shall be fitted
on the upper and lower surfaces of the buoyancy tubes.
3.7 Suitable automatic drain arrangements shall be provided on each side of the floor of
the liferaft in the following manner:
.1 one for open reversible liferafts accommodating up to 30 persons; or
.2 two for open reversible liferafts accommodating more than 30 persons.

3.8 The equipment of every open reversible liferaft shall consist of:
.1 one buoyant rescue quoit, attached to not less than 30 m of buoyant line with
a breaking strength of at least 1 kN;
.2 two safety knives of the non-folding type, having a buoyant handle, shall be
fitted attached to open reversible liferaft by light lines. They shall be stowed
in pockets so that, irrespective of the way in which the open reversible liferaft
inflates, one will be readily available on the top surface of the upper buoyancy
tube in a suitable position to enable the painter to be readily cut;
.3 one buoyant bailer;
.4 two sponges;
.5 one sea-anchor permanently attached to the open reversible liferaft in such a

way as to be readily deployable when the open reversible liferaft inflates. The
position of the sea-anchor shall be clearly marked on both buoyancy tubes;
The sea anchor should comply with the requirements of Part 4 of the schedule 13 of MSN
1676 (M).
.6 two buoyant paddles;
.7 one first-aid outfit in a waterproof case capable of being closed tightly after
use;
The first aid outfit should comply with the requirements of Part 1 of the schedule 13 of MSN
1676 (M).
.8 one whistle or equivalent sound signal;
.9 two hand flares;
.10 one waterproof electric torch suitable for Morse signalling together with one
spare set of batteries and one spare bulb in a waterproof container;
.11 one repair outfit for repairing punctures in buoyancy compartments; and
.12 one topping-up pump or bellows.
3.9 The equipment specified in 3.8 is designated an HSC Pack.
An HSC Pack corresponds to an “E PACK” complying with MSN 1676 (M), schedule 4, part
4, section 3.9.
3.10 Where appropriate, the equipment shall be stowed in a container which, if it is not an
integral part of, or permanently attached to, the open reversible liferaft, shall be stowed and
secured to the open reversible liferaft and be capable of floating in water for at least 30 min
without damage to its contents. Irrespective of whether the equipment container is an
integral part of, or is permanently attached to, the open reversible liferaft, the equipment
shall be readily accessible irrespective of which way up the open reversible liferaft inflates.
The line which secures the equipment container to the open reversible liferaft shall have a
breaking strength of 2 kN or a breaking strength of 3:1 based on the mass of the complete
equipment pack, whichever is the greater.
4 Containers for open reversible inflatable liferafts
4.1 The open reversible liferafts shall be packed in a container that is:
.1 so constructed as to withstand conditions encountered at sea;
.2 of sufficient inherent buoyancy, when packed with the liferaft and its
equipment, to pull the painter from within and to operate the inflation
mechanism should the craft sink; and
.3 as far as practicable, watertight, except for drain holes in the container

bottom.
4.2 The container shall be marked with:
.1 maker's name or trademark;
.2 serial number;
.3 the number of persons it is permitted to carry;
.4 non-SOLAS reversible;
.5 type of emergency pack enclosed;
.6 date when last serviced;
.7 length of painter;
.8 maximum permitted height of stowage above waterline (depending on

drop-test height); and
.9 launching instructions.
5 Markings on open reversible inflatable liferafts
The open reversible liferafts shall be marked with:
.1 maker's name or trademark;
.2 serial number;
.3 date of manufacture (month and year);
.4 name and place of service station where it was last serviced; and
.5 number of persons it is permitted to accommodate on the top of each

buoyancy tube, in characters not less than 100 mm in height and of a colour
contrasting with that of the tube.
The markings should also include the statement “DfT (UK) approved”.

6 Instructions and information
Instructions and information required for inclusion in the craft's training manual and in the
instructions for on-board maintenance shall be in a form suitable for inclusion in such training
manual and instructions for on-board maintenance. Instructions and information shall be in a
clear and concise form and shall include, as appropriate, the following:
Refer to schedule 14 of MSN 1676 (M).
.1 general description of the open reversible liferaft and its equipment;
.2 installation arrangements;
.3 operational instructions, including use of associated survival equipment; and
These should include launching, deployment and boarding instructions.
.4 servicing requirements.
7 Testing of open reversible inflatable liferafts
When testing open reversible liferafts in accordance with the recommendations of resolution
MSC.81(70), part 1:
.1 tests No. 5.5, 5.12, 5.16, 5.17.2, 5.17.10, 5.17.11, 5.17.12, 5.18 and 5.20 may
be omitted;
.2 the part of test No. 5.8 regarding closing arrangement may be omitted;
.3 the temperature -30oC in tests No. 5.17.3 and 5.17.5 may be substituted
with -18oC; and
.4 the drop height of 18 m in test No. 5.1.2 may be substituted with 10 m.
Omittances and substitution, as described above, shall be reflected in the type approval
certificate.

ANNEX 12
FACTORS TO BE CONSIDERED IN DETERMINING

CRAFT OPERATING LIMITATIONS*
* Refer to the guidelines to be developed by the Organization
Refer to “Guidelines for uniform operating limitations of high-speed craft”, MSC.1/Circ.1329,

Annex 2 also to 1.9.7 of the Code.
1 Purpose and scope
The purpose of this annex is to identify the parameters to which consideration should be given
when determining the worst intended conditions (defined in 1.4.61) and other operational
limitations (defined in 1.4.42) for insertion into the Permit to Operate, in order to facilitate consistent
application of the Code.
2 Factors to be considered
As a minimum, the following factors shall be considered:
.1 The maximum distance from refuge implied by 1.3.4.
.2 The availability of rescue resources to comply with 1.4.12.1 (category A craft only).
.3 Minimum air temperature (susceptibility to icing), visibility and depth of water for safe
operation as addressed by 1.4.61.
.4 The significant wave height and maximum mean wind speed used when applying
the requirements for stability and buoyancy in chapter 2 and associated annexes.
.5 The safe seakeeping limitations (especially significant wave height) considering the
known stability hazards listed in 2.1.5, the operating conditions on the intended
route (see 18.1.3.2) and the motions experienced during operation defined in 3.3 of
annex 9.
.6 The structural safety of the craft in critical design conditions according to chapter 3.
.7 The safe deployment and operation of evacuation systems and survival craft as
required by 8.6.5.
.8 The safe handling limitations determined in accordance with the sea trials required
by chapter 17 and annexes 3 and 9, identifying any limitations on weight and centre-
of-gravity position according to 17.3, and the effects of failures and malfunctions
according to 17.4.
Note that according to 1.9.2 and Annex 2 an Administration may in addition impose other operating
limitations, for example:
(a) restrictions on speed and routing in order to minimize the hazardous effects of wash waves.
(b) measures to minimize the risk of grounding at high speed (see guidance on Annex 2).

Appendix A - The Merchant Shipping (Marine Equipment)
Regulations 1999
The Merchant Shipping (Marine Equipment) Regulations (S.I. 1999 No. 1957) as
amended and associated MSN’s (MSN 1734 (M+F) Type Approval of Marine Equipment
(EC Notified Bodies) and MSN 1735 (M+F) Type Approval of Marine Equipment (UK
Nominated Bodies)) and EU Directive on Marine Equipment (96/98/EC) in its most up to
date form (the M.E.D.)
The Merchant Shipping (Marine Equipment) Regulations shall apply to a high-speed

craft operating on a scheduled service from any port in the United Kingdom to any port in
another member State, or vice versa; or a voyage which is not an international voyage,
to which The Merchant Shipping (High Speed Craft) Regulations 2004 apply (e.g. those
on seagoing domestic voyages and those on voyages in categorized waters).
The Marine Equipment Directive (MED) 96/98/EC of 20 December 1996, in its most up
to date form (currently 98/95/EC, 2001/53/EC, 2002/75/EC, 2002/84/EC and
2008/67/EC) covers equipment carried and used on ships registered under the flags of
European Union member states.
The Directive applies from 1 January 1999 and aims to ensure that equipment meets the
requirements of international conventions such as SOLAS, MARPOL, Loadline and
Collision Regulations and achieves a common standard of safety and performance. It
also ensures that certificates issued by European Union member states are acceptable
to each member state through the harmonisation of their approval requirements. Annex
A.1 of the Marine Equipment Directive lists products with international testing standards
and Annex A.2 lists those products without an agreed international standard.
The Merchant Shipping (Delegation of Type Approval) Regulations 1996, S.I. 1996 No.
147, provide for Nominated Bodies to undertake `type approval` of marine equipment, of
a safety or pollution prevention nature, for use on United Kingdom ships. This legislation
was supplemented by the Merchant Shipping (Marine Equipment) Regulations 1999 S.I.
1999 No. 1957, which implemented Directive 96/98/EC, later amended by S.I. 2001 No.
1638, S.I. 2004 No. 302 and S.I. 2004 No. 1266..
In response to changes in the development of testing standards, the Commission has

issued updating Directives to 96/98/EC which updates the list of equipment for which no
agreed international testing standard exists in Annex A.2 and also Annex A.1. Further
details can be found in Merchant Shipping Notice 1734 `Type-Approval of Marine
Equipment (EC Notified Bodies)` and Merchant Shipping Notice 1735 `Type-Approval of
Marine Equipment (UK Nominated Bodies).
MSIS024/ APPENDIX A – EU MARINE EQUIPMENT DIRECTIVE/

REV 06/09/ PAGE 1 OF 1
Appendix B - RECOGNISED ORGANISATIONS
based on EU Decision 2007/421/EC
Organisations recognised on the basis of Article 4(1) of Council Directive 94/57/EC (on
common rules and standards for ship inspection and survey organizations and for the
relevant activities of maritime administrations) as amended by 97/58/EC, 2001/105/EC and
2002/315/EC are:
American Bureau of Shipping (ABS)
Bureau Veritas (BV)
China Classification Society (CCS)
Det Norske Veritas (DNV)
Germanischer Lloyd (GL)
Korean Register of Shipping (KR)
Lloyd’s Register of Shipping (LR)
Nippon Kaiji Kyokai (NK)
Registro Italiano Navale (RINA)
Russian Maritime Register of Shipping (RS)
Organisations recognised on the basis of Article 4(3) of Council Directive 94/57/EC:

Hellenic Register of Shipping (HR) (the effects of this recognition are limited to Greece,
Cyprus and Malta)
Polish Register of Shipping (PRS) (the effects of this recognition are limited to Poland,
Czech Republic, Cyprus, Lithuania, Malta and the Slovak Republic)
Registro Internacional Naval (Rinave) (the effects of this recognition are limited to Portugal)
MSIS024/ APPENDIX B - SOCIETIES/ REV 06/09/ PAGE 1 OF 1

Appendix C
GUIDANCE ON APPLICATION OF STOCKHOLM AGREEMENT
CONTENTS
1 UK INTERPRETATION OF THE APPLICATION OF STOCKHOLM AGREEMENT TO

HIGH-SPEED CRAFT
2 GENERAL GUIDANCE NOTES ON THE STOCKHOLM AGREEMENT
3 GUIDANCE NOTE ON ANNEX 1 TO THE STOCKHOLM AGREEMENT
4 GUIDANCE NOTES ON THE STABILITY REQUIREMENTS CONTAINED IN ANNEX 2

TO THE STOCKHOLM AGREEMENT
5 GUIDANCE NOTES ON APPENDIX TO ANNEX 2 OF THE STOCKHOLM

AGREEMENT (MODEL TEST METHOD)
6 GUIDANCE NOTES ON MERCHANT SHIPPING (Ro-Ro PASSENGER SHIPS

STABILITY) REGULATIONS 2004 (S.I. 2004 No. 2884)
*************
MSIS024/ APPENDIX C - SA/ REV 06/09/ PAGE 1 OF 22

1 UK Interpretation of the Application of Stockholm Agreement
to High-Speed Craft
1.1 Background
The enhanced requirements for damage survivability, known as the ‘Stockholm Agreement’
(SA) standard, were developed primarily for application to conventional monohull vessels.
However, the MCA, in common with other Marine Administrations who have signed up to the
Agreement, considers it appropriate that this standard should also be applied to seagoing
Ro-Ro Passenger High-Speed Craft, including multihulls. (See Regulation 3 (2) of S.I.2004
No. 2884).
1.2 References
1. S.I.2004 No. 2884, the Merchant Shipping (Ro-Ro Passenger Ships) (Stability)
Regulations 2004.
2. S.I.2004 No. 302, the Merchant Shipping (High-Speed Craft) Regulations 2004, and
any future amendment or replacement.
3. International Code of Safety for High-Speed Craft 1994, IMO Res. MSC.36(63) as
amended by MSC.119(74), MSC.174(79), MSC.221(82).
4. MSN 1790 (M) as amended “Agreement Concerning Specific Stability Requirements
for Ro-Ro Passenger Ships Undertaking Regular Scheduled International Voyages or
Domestic Voyages between European Ports ”.
5. The Stockholm Agreement (Agreement Concerning Specific Stability Requirements
for Ro-Ro Passenger Ships undertaking Regular Scheduled International Voyages
Between or To or From Designated Ports in Northwest Europe and the Baltic Sea) 28
February 1996.
6. International Code of Safety for High-Speed Craft 2000, IMO Res. MSC.97(73) as
amended by MSC.119(74), MSC.175(79) and MSC.222(82).
7. Instructions for the Guidance of Surveyors: Passenger Ship Construction Classes I, II
and IIA.
8. MCA Research Project 424: Fundamentals of Damaged Ship Survivability
9. Code of Safety for Dynamically Supported Craft, IMO Res. A.373(X) as amended by
MSC.37(63) (up to MSC.69(69) amendments of SOLAS), MSC.186(79) and MSC.
224(82) .
10. EU Directives 2003/24/EC and 2003/25/EC as amended by 2005/12/EC.
1.3 General Guidance

1.3.1 It will be noted that according to Annex 1 of MSN 1790 (M) as amended, ‘water on
deck’ calculations are to be carried out for assumed water depths depending on the
residual freeboard after damage. While this represents a relatively onerous
requirement for monohull vessels, the stability characteristics of multihulls are such
that in most cases compliance is achieved without the need for modifications to the
subdivision arrangements etc. For large vessels where the minimum residual
damaged freeboard in way of the damage is 2.0m or more, the requirements of SA
are considered to be met. Further, if freeing ports on the Ro-Ro decks meet certain
requirements, the calculations need not be performed (see Appendix 2, Annex 1,
para 2.5 of MSN 1790 (M) as amended). It should be noted however that, in general,
MSIS024/ APPENDIX C - SA/ REV 06/09/ PAGE 2

the effect of freeing ports in terms of clearing water from the deck is not considered
for the purpose of the SA calculations.
1.3.2 Compliance with the stability requirements of the HSC Code is considered equivalent
to full compliance with the ‘SOLAS 90’ stability standard. .
1.3.3 In accordance with Reg. 6 of S.I.2004 No.2884 a vessel to which the SA applies is
required to be issued with a certificate confirming compliance. The MCA (or flag state
administration) issues these documents after examination of appropriate calculations
submitted by the owner/operator.
1.3.4 With regard to the specific stability criteria to be applied when evaluating compliance
of multihull craft, or other high-speed craft, with the SA, the regulations do not
provide clear instructions. However, as the HSC Code damage stability standards for
multihulls were developed in recognition of the fact that the SOLAS damage standard
for monohulls is not appropriate for application to multihulls, there is no justification to
apply the SOLAS-based SA compliance criteria of MSN 1790 (M) as amended to
multihulls. Therefore, for ‘water on deck calculations’ of HSC the general SA
requirements should be assumed - i.e. freeboard, significant wave height, height of
water on deck, selection method of the worst case side damage to be tested,
damage shape (model test method only) etc.; but, with the worst case side damage,
damage length, damage shape (calculation method only) and damage stability
criteria should be carried out against the appropriate issue of the HSC / DSC Code.
1.3.5 Experience has shown that although the model testing method is costly, it can
provide for more flexible solutions for conventional Ro-Ro vessels in lieu of
performing the water on deck calculations.
1.3.6 If it is necessary to model test a HSC vessel to meet the SA standards then the
general SA requirements and methodology should be followed as far as possible.
The model should be built in accordance with MSN 1790 (M) as amended. As with
the deterministic calculation method, the worst case side damage (selected using the
HSC standard of the minimum area under the residual stability curve up to the angle
of maximum GZ) and damage length should be selected using the appropriate issue
of the HSC / DSC Code. The model test should be carried out against the procedure
of experiments and reviewed against the acceptance survival criteria in accordance
with the test approval as dictated by MSN 1790, and where appropriate Appendix 3
of Ref. 7. (see 5 of this Appendix C for the version edited for HSC). A midship
damage case test may need to be carried out. It may be necessary for the shape of
the damage opening to be reassessed, to the satisfaction of the attending MCA
Surveyor, to allow for stepped structure or tumble home in way of the car decks, or
for the practicalities of the transverse damage (in accordance with paragraph 2.6.6.2
of 1994 HSC Code and paragraph 2.6.7 of 2000 HSC Code, as appropriate)
extending beyond the breadth of one hull of a multihull.
1.3.7 Although Research Project 424 (Fundamentals of damaged ship survivability) gives
an indicator of the behaviour of a damaged vessel in a seaway motion and of how to
counteract any adverse behaviour (e.g. optimising cross flooding), it is at present not
intended to replace the existing methods; a model test or deterministic calculations
are still necessary. Paragraph 2.1.4 of 2000 HSC Code should be noted. Paragraph
2.2.3.2 of 2000 HSC Code does not exclude a vessel from the Stockholm
requirements. Research Project 424 describes the use of a 6 degrees of freedom
computational fluid dynamics program - not with the aim of this method being a
replacement for the model testing technique (or the more deterministic calculation
method) of determining the effects of water on deck that is required by the SA - but
as a complementary method.

2 General Guidance Notes on the Stockholm Agreement
(SLF40/Inf.14 annex 1, amended for HSC)
2.1 General
2.1.1 The most dangerous problem for a ro-ro ship with an enclosed ro-ro deck is
undoubtedly that posed by the effect of a build-up of significant amount of water on
that deck. The principle of additional water-on-deck has been adopted to account for
the risk of accumulation of water-on-deck as a result of the dynamic behaviour, in a
seaway, of the vessel after sustaining side collision damage.
2.1.2 It is considered that the problem of water accumulating on deck when entering
through bow, stern and side doors has been addressed by the increased standards
now required with respect to strength, closing and locking systems, as well as by the
new requirements relating to the position of the extension to the collision bulkhead.
2.1.3 The damage stability requirements applicable to ro-ro passenger ships in 1990
(SOLAS '90) implicitly include the effect of water entering the ro-ro deck in a sea
state in the order of 1.5m Significant Wave Height. In order to enable the ship to
survive in more severe sea states those requirements have been upgraded to take
into account the effect of water which could accumulate on the ro-ro deck.
2.1.4 In developing the new requirements the following basic elements were taken into
account:-
.1 MSC/Circ. 153 confirms that 99% of all recorded collisions occur in sea states up
to 4 m Significant Wave Height (hs). This was therefore taken as the most severe
sea state to be considered;
.2 compliance with SOLAS '90 standard is assumed to be equivalent to survival of
the damaged ship in sea states of up to 1.5 m Significant Wave Height (hs) which
according to the distribution function in MSC/Circ.153, covers 89% of all
collisions;
.3 sea states between 1.5m to 4.0m Significant Wave Height (hs) would be covered
by the additional damage stability requirements to take into account the effect of
"water-on-deck"; and
.4 because the general requirements cover all sea conditions in which according to
the statistics available collisions can be expected to occur, a reduction has been
permitted in the requirement for "water-on-deck" for ships operating in
geographically defined restricted areas. The Significant Wave Height (hs) is the
qualifying parameter, in association with a 90% probability that hS is not
exceeded in that area or route.
2.1.5 When considering the amount of water to be assumed as accumulating on the ro-ro
deck the figure of up to 0.5m, depending on the Significant Wave Height and residual
freeboard, was agreed based on consideration of the following information:
.1 an initial Nordic proposal which suggested 0.5m for the amount of "water-on-
deck";
.2 a study by the Society of Naval Architects and Marine Engineers (SNAME)
suggested that 0.5m3/m2 was a reasonable level for 4.0m Significant Wave
Height on a vessel with low damaged freeboard;
.3 model tests carried out in Finland (Model Tests of a Car Ferry with Water on the
Car Deck (M-304)) which indicated the volume at the Significant Wave Height of
4.0m was approximately equal to 0.75m3/m2;

.4 investigations carried out in the United Kingdom, which indicated that the
corresponding amount of water would be about 10% of the ship's displacement;
and
.5 research carried out during the Joint North West European Project (Safety of
Passenger Ro-Ro vessels) which related to a static pressure head relevant to a
head of water above the deck or above the still water level.
2.1.6 However it was considered more appropriate to assume a variable quantity of water
on deck depending not only on the residual freeboard and Significant Wave Height,
but also on a variable angle of heel. With this in mind the basic assumption of up to
0.5 metres height of accumulated water corresponding to residual freeboard and
Significant Wave Height was retained.
2.1.7 Research has clearly shown that the residual freeboard had a significant effect on the
amount of water assumed to be accumulated on deck. The maximum residual
freeboard (fr) to be taken into account was agreed as 2.0m based on both the
Institute for Marine Dynamics (Canada) (IMD) model tests and the SNAME analytical
predictions which indicated that the height of water on deck goes to zero as the
residual freeboard/Significant Wave Height ratio rises above 0.5. Therefore in order
to assume zero accumulation, in a Significant Wave Height of 4.0m, a residual
freeboard of 2.0m would be required. The residual freeboard (fr) in this case is
defined as "the minimum distance between the damaged ro-ro deck and the
waterline at the location of the damage without taking into account the additional
effect of sea water accumulated on the damaged ro-ro deck".
2.1.8 A requirement on damage stability for ro-ro passenger vessels taking into account
additional flooding above the ro-ro deck was developed which clearly applies to
existing as well as to new ships.
2.2 Scope of application of the new requirement

This damage stability requirement should, in principle, be applied to all such passenger
vessels with ro-ro decks covered by the definition "special category spaces and ro-ro cargo
spaces as defined in Regulation II-2/3" (of the Class 1 to IIA Passenger Ship Construction
Regulations) with the proviso that spaces which have sufficient permanent openings for
water freeing purposes may be exempted from the application of the requirements of "water-
on-deck". Details of the requirements for freeing ports are given in the attached notes.
2.3 Bulkhead height including a standard for testing

2.3.1 The general requirement for the minimum height of bulkheads which may need to be
additionally installed on the ro-ro deck shall apply to all ro-ro passenger vessels.
However, the new requirements provide for the possibility for an Administration to
accept lower heights for innovative designs of bulkheads, based on the results of
model experiments.
2.3.2 Any transverse and longitudinal bulkheads which are fitted to enable the vessel to
meet these stability regulations must be in place and secured at all times when the
ship is at sea. Accesses within such bulkheads may be opened during the voyage but
only for sufficient time to permit through passage for the essential working of the
vessel and only at the express authority of the master.

2.4 Modifications which may be consequential to compliance with the new
standard
Passenger accesses; escapes; fire extinguishing, detection and monitoring systems; car
deck drainage; ventilation; cargo securing etc must comply with the same safety standards
as are applicable to the vessel after the fitting of any ro-ro car deck modifications. Provision
must also be provided such that any accesses in transverse or longitudinal
bulkheads/barriers cannot be obstructed.
3 Guidance Note on Annex 1 to the Stockholm Agreement

(SLF40/INF.14 annex 1)
The route, routes or areas concerned have been determined by the Administrations at each
end of the route or all Administrations within a defined area. The defined route or area is one
in which the determined Significant Wave Height would not be exceeded with a probability of
more than 10% over a one year period for all year round operation. Maps covering
international voyages in the North-West European sea areas and the Baltic Sea can be
found on pages 34 and 35 of MSN 1790 as amended. For other European sea areas
such as the Mediterranean, please contact MCA HQ for further information. U.K.
inshore waters for domestic voyages are covered by MSN 1747 (M) which augments
S.I. 2000 (No. 2687) “The Merchant Shipping (Passenger Ship on Domestic Voyages)
Regulations 2000.
4 Guidance Notes on the Stability Requirements Contained in

Annex 2 to the Stockholm Agreement (SLF40/INF.14 annex 1,
amended for HSC)
N.B. SOLAS ’90 is an equivalent standard to those applied in the HSC Codes.
Application
It should be noted that vessels which may operate solely in areas where the significant wave
is less than 1.5m and which do not have to comply with the additional water-on-deck
requirements (ie, comply only with HSC Code) are to comply with the dates of compliance
set out with the Agreement.
Stability Standard
Paragraph 1 of Annex 2 of The Agreement (Ref.5).

As a first step all ro-ro passenger vessels must comply with the HSC Code standard of
residual stability. It is the application of this requirement that defines the residual freeboard
(fR) necessary for the calculations required in paragraph 1.1.
Paragraph 1.1 of Annex 2 of The Agreement (Ref.5).

1. This paragraph addresses the application of a hypothetical amount of water
accumulated on the bulkhead (ro-ro) deck. The water is assumed to have entered the
deck via a damage opening. This paragraph requires that the vessel in addition to
complying with the full requirements of the appropriate HSC Code further complies

only with that part of the HSC Code criteria contained in paragraphs 2.13 of the 2000
HSC Code and 2.3 of the 1994 HSC Code with the defined amount of water on deck.
The vessel does not, for this calculation, need to comply with any requirements for
the angles of equilibrium or non-submergence of the margin line.
2. The accumulated water is added as a liquid load with one common surface inside all
compartments which are assumed flooded on the car deck. The height (hw) of water
on deck is dependent on the residual freeboard (fr) after damage, and is measured in
way of the damage (see Fig 1). The residual freeboard fr is the minimum distance
between the damaged ro-ro deck and the final waterline (after equalisation measures
if any have been taken) in way of the assumed damage after examining all possible
damage scenarios in determining the compliance with HSC Code/SOLAS 90 as
required in para 1 of Annex 2 to the Agreement. No account should be taken of the
effect of the hypothetical volume of water assumed to have accumulated on the
damaged ro-ro deck when calculating fr.
3. If fr is 2.0m or more, no water is assumed to accumulate on the ro-ro deck. If fr is
0.3m or less, then height ha is assumed to be 0.5 metres. Intermediate heights of
water are obtained by linear interpolation (see Fig 2)

Means for drainage of water can only be considered as effective if these means are of a
capacity to prevent large amounts of water from accumulating on the deck i.e. many
thousands of tonnes per hour which is far beyond the capacities fitted at the time of the
adoption of these regulations. Such high efficiency drainage systems may be developed and
approved in the future (based on guidelines to be developed by the International Maritime
Organisation)
The garage doors fitted at the aft end of some high speed craft are not considered to be
efficient enough in this instance unless calculations of drainage are provided with evidence
that the sinkage caused by the additional water on deck does not result in an equivalent
head of water on the external face of the ‘garage door’ which will prevent the door from
collapsing.

1. The amount of assumed accumulated water-on-deck may, in addition to any
reduction in accordance with paragraph 1.1, be reduced for operations in
geographically defined restricted areas. These areas are designated in accordance
with the Significant Wave Height (hs) defining the area and are detailed in Annex 1 to
the Agreement (refer also to para 3 of this document, above, for more details).
2. If the Significant Wave Height (hs), in the area concerned, is 1.5m or less then no
additional water is assumed to accumulate on the damaged ro-ro deck. If the
Significant Wave Height in the area concerned is 4.0m or more then the height of the
assumed accumulated water shall be the value calculated in accordance with
paragraph 1.1. Intermediate values to be determined by linear interpolation (see Fig
3).
3. The height hw is kept constant therefore the amount of added water is variable as it is
dependent upon the heeling angle and whether at any particular heeling angle the
deck edge is immersed or not. (see Fig 4). It should be noted that the assumed
permeability of the car deck spaces is to be taken as 90% (MSC/Circ.649 and 2.6 of
the 2000 HSC Code refers), whereas other assumed flooded spaces permeability’s
are to be those prescribed in 2.6 of the HSC Codes.

4. If the calculations to show compliance with the Agreement relate to a Significant
Wave Height less than 4.0m that restricting Significant Wave Height must be
recorded on the vessel's “passenger vessels permit to operate” certificate as a
regional restriction.
Paragraphs 1.4 / 1.5 of Annex 2 of The Agreement (Ref.5).

As an alternative to complying with the new stability requirements of paragraphs 1.1 or 1.3
an Administration may accept proof of compliance via model tests. The model test
requirements are detailed in Annex 3 to the Agreement. Guidance notes on the model tests
are contained in Part 5 of this Appendix to this document.

Conventionally derived HSC Code limiting operational curve(s) (KG or GM) may not remain
applicable in cases where "water on deck" is assumed under the terms of the Agreement
and may be necessary to determine revised limiting curve(s) which take into account the
effects of this added water. To this effect sufficient calculations corresponding to an
adequate number of operational draughts and trims must be carried out and the Stability
Information Booklet re-approved as necessary.
Note
Revised limiting operational KG/GM Curves may be derived by iteration, whereby the
minimum excess GM resulting from damage stability calculations with water on deck is
added to the input KG (or deducted from the GM) used to determine the damaged
freeboards (fr), upon which the quantities of water on deck are based, this process being
repeated until the excess GM becomes negligible.
It is anticipated that operators would begin such an iteration with the maximum KG/minimum
GM which could reasonably be sustained in service and would seek to manipulate the
resulting deck bulkhead arrangement to minimise the excess GM derived from damage
stability calculations with water on deck.

As for conventional HSC Code damage requirements bulkheads inboard of the line applied
under 2.6.6.2 of the 1994 HSC Code or by 2.6.7.2 of the 2000 HSC Code are considered
intact in the event of side collision damage.
Paragraph 2.2 of Annex 2 of the Agreement (Ref.5)

If side structural sponsons are fitted to enable compliance with this regulation, and as a
consequence there is an increase in the breadth (B) of the ship and hence the vessel's
transverse extent of side damage from the ship's side, such modification shall not cause the
relocation of any existing structural parts or any existing penetrations of the main transverse
watertight bulkheads below the bulkhead deck (see Fig 5).
Paragraph 2.3 of Annex 2 of the Agreement (Ref.5)

1. Transverse or longitudinal bulkheads/barriers which are fitted and taken into account
to confine the movement of assumed accumulated water on the damaged ro-ro deck
need not be strictly "watertight". Small amounts of leakage may be permitted subject
to the drainage provisions being capable of preventing an accumulation of water on
the "other side" of the bulkhead/barrier. In such cases where scuppers become
inoperative as a result of a loss of positive difference of water levels other means of
passive drainage must be provided.

2. The height (Bh) of transverse and longitudinal bulkheads/ barriers shall be not less
than (8 x hw) metres, where hw is the height of the accumulated water as calculated
by application of the residual freeboard and Significant Wave Height (paras 1.1 and
1.3 refers). However in no case is the height of the bulkhead/barrier to be less than
the greatest of:
(a) 2.2 metres; or
(b) the height between the bulkhead deck and the lower point of the underside
structure of the intermediate or hanging car decks, when these are in their
lowered position. It should be noted that any gaps between the top edge of the
bulkhead deck and the underside of the plating must be "plated-in" in the
transverse or longitudinal direction as appropriate. (see Fig 6).
3. Bulkheads/barriers with a height less than that specified above, may be accepted if
model tests are carried in accordance with Part 5 of this Appendix to confirm that the
alternative design ensures appropriate standard of survivability.
4. Care needs to be taken when fixing the height of the bulkhead/ barrier such that the
height shall also be sufficient to prevent progressive flooding within the required
stability range. This range is not to be prejudiced by model tests.
Note: The range may be reduced to 10 degrees provided the corresponding area
under the curve is increased (Report of the Maritime Safety Committee on its Sixty-
Fourth Session, MSC 64/22, refers).
Paragraph 2.5.1 of Annex 2 of the Agreement (Ref.5)

1. The area "A" relates to permanent openings. It should be noted that the "freeing
ports" option is not suitable for vessels which require the buoyancy of the whole or
part of the superstructure in order to meet the criteria. The requirement is that the
freeing ports shall be fitted with closing flaps to prevent water entering, but allowing
water to drain.
2. These flaps must not rely on active means. They must be self-operating and it must
be shown that they do not restrict outflow to a significant degree. Any significant
efficiency reduction must be compensated by the fitting of additional openings so that
the required area is maintained.
Refer also to comments above on Para 1.2 of the Agreement relating to “garage
doors”.
Paragraph 2.5.2 of Annex 2 of The Agreement (Ref.5)

For the freeing ports to be considered effective the minimum distance from the lower edge of
the freeing port to the damaged waterline shall be at least 1.0m. The calculation of the
minimum distance shall not take into account the effect of any additional water on deck (see
Fig 7).
Paragraph 2.5.3 of Annex 2 of The Agreement (Ref.5).

Freeing ports must be sited as low as possible in the side bulwark or shell plating. The lower
edge of the freeing port opening must be no higher than 2cm above the bulkhead deck and
the upper edge of the opening no higher than 0.6m (see Fig 8).
Note: Spaces to which paragraph 2.5 applies, i.e. those spaces fitted with freeing ports or
similar openings, shall not be included as intact spaces in the derivation of the intact and
damage stability curves.

1. The statutory extent of damage is to be applied along the length of the ship. The
damage may not affect any bulkhead or may only affect a bulkhead below the
bulkhead deck or only a bulkhead above the bulkhead deck or various combinations.
2. All transverse and longitudinal bulkheads/barriers which constrain the assumed
accumulated amount of water must be in place and secured at all times when the
ship is at sea.
3. In those cases where the transverse bulkhead/barrier is damaged the accumulated
water-on-deck shall have a common surface level on both sides of the damaged
bulkhead/barrier at the height hw (see Fig 9).
Figure 1

1. If fr ≥ 2.0 metres, height of water on deck (hw) = 0.0 metres
2. If fr ≤ 0.3 metres, height of water on deck (hw) = 0.5 metres
Figure 2
1. If hs ≥ 4.0 metres, height of water on deck is calculated as per figure 3

2. If hs ≤ 1.5 metres, height of water on deck (hw) = 0.0 metres
Figure 3
For example
If ff = 1.15 metres and hs = 2.75 metres,
hw = 0.5 m if fr is 0.3 m or less and 0.0 m if fr is 2.0 m or more. By linear interpolation we get
hw is 0.25m. However this figure only applies if the SWH (hs) for the sea area is 4.0 metres; if
the hs for the area is 1.5 m or less, hw is zero. By linear interpolation between these figures
for an hs of 2.75 metres gives an hw of 0.125 m.
height of water hw to be applied on the vehicle deck = 0.125 metres

Figure 4

(Note: the phrase B/5 refers to the transverse damage extent
required by the 1994 or the 2000 HSC Code for side damages).
Figure 5
Ships without hanging car decks

Example 1
Height of water on deck = 0.25 metres
Minimum required height of barrier = 2.2 metres
Ships with hanging car deck (in way of the barrier).

Example 2
Height of water on deck (hw) = 0.25 metres
Minimum required height of barrier = x
Figure 6

Figure 7
Figure 8

(Note: SOLAS damage length refers to side damage length of HSC / DSC Code.)
Deck edge not immersed
Deck edge immersed
Figure 9

5 Guidance Notes on Appendix to Annex 2 of the
Stockholm Agreement (Model Test Method) (SLF40
/INF.14 annex 2 as amended, amended for HSC).
Background
The original model test procedure that was contained in both the Stockholm Agreement (Ref
5) and IMO paper SLF40/INF.14 annex 2 has been superseded by IMO Resolution MSC
141(76) of 5th December 2002 and is reproduced in full in EU directive 2005/12/EC of
18/2/2005. The new model test is also described Annex I to MSN 1790 (M) and MSN
1790(M) Amendment 1 and 2002/12/EC. The paragraph references below relate to Annex II
of MSN 1790 (M) and MSN 1790(M) Amendment 1.
It is not expected that a vessel which has gained compliance under the original model test
method will need to complete testing to the new test procedure, though it is expected that
this new procedure (in MSC.141(76), the EC Directive and MSN 1790(M) including
Amendment 1) will be followed for any testing following the coming into force date of the EC
Directive.
Purpose
The purpose of these guidelines is to ensure uniformity in the methods employed in the
construction and verification of the model as well as in the undertaking and analyses of the
model tests.
Paragraph 1 and 2 – Objectives and Definitions

The contents of paragraphs 1 and 2 of the Appendix to Annex I are considered self-
explanatory.
Paragraph 3 — Ship model
3.1. The material of which the model is made is not important in itself, provided that the
model both in the intact and damaged condition is sufficiently rigid to ensure that its
hydrostatic properties are the same as those of the actual ship and also that the
flexural response of the hull in waves is negligible.
It is also important to ensure that the damaged compartments are modelled as
accurately as practicably possible to ensure that the correct volume of flood water is
represented.
Since ingress of water (even small amounts) into the intact parts of the model will
affect its behaviour, measures must be taken to ensure that this ingress does not
occur.
In model tests involving worst SOLAS damages near the ship ends, it was observed
that progressive flooding was not possible because of the tendency of the water on
deck to accumulate near the damage opening and hence flow out. As such models
were able to survive very high sea states, while they capsized in lesser sea states with
less onerous SOLAS damages, away from the ends, the limit ±35% was introduced to
prevent this.

Extensive research carried out for the purpose of developing appropriate criteria for
new vessels has clearly shown that in addition to the GM and freeboard being
important parameters in the survivability of passenger ships, the area under the
residual stability curve is also another major factor. Consequently in choosing the
worst HSC damage for compliance with the requirement of paragraph 3.1 the worst
damage is to be taken as that which gives the least area under the residual stability
curve.
3.2. Model particulars
3.2.1. In recognising that scale effects play an important role in the behaviour of the model
during tests, it is important to ensure that these effects are minimised as much as
practically possible. The model should be as large as possible since details of
damaged compartments are easier constructed in larger models and the scale effects
are reduced. It is therefore required that the model length is not less than that
corresponding to 1:40 scale or 3 m, whichever is greater.
It has been found during tests that the vertical extent of the model can affect the
results when tested dynamically. It is therefore required that the ship is modelled to at
least three super structure standard heights above the bulkhead (freeboard) deck so
that the large waves of the wave train do not break over the model.
3.2.2 The model in way of the assumed damages must be as thin as practically possible to
ensure that the amount of flood water and its centre of gravity is adequately
represented. The hull thickness should not exceed 4 mm. It is recognised that it may
not be possible for the model hull and the elements of primary and secondary
subdivision in way of the damage to be constructed with sufficient detail and due to
these constructional limitations it may not be possible to calculate accurately the
assumed permeability of the space.
3.2.3 It is important that not only the draughts in the intact condition are verified, but also
that the draughts of the damaged model are accurately measured for correlation with
those derived from the damaged stability calculation. For practical reasons a tolerance
of +2 mm in any draught is accepted.
3.2.4 After measuring the damaged draughts it may be found necessary to make
adjustments to the permeability of the damaged compartment by either introducing
intact volumes or by adding weights. However it is also important to ensure that the
centre of gravity of the flood water is accurately represented. In this case any
adjustments made must err on the side of safety.
If the model is required to be fitted with barriers on deck and the barriers are less
than the bulkhead height indicated below the model is to be fitted with CCTV so that
any ‘splashing over’ and any accumulation of water on the undamaged area of the
deck can be monitored. In this case a video recording of the event is to form part of
the test records.
The height of transverse or longitudinal bulkheads which are taken into account as
effective to confine the assumed accumulated sea water in the compartment
concerned in the damaged ro-ro deck should be at least 4 m in height unless the
height of water is less than 0.5 m. In such cases the height of the bulkhead may be
calculated in accordance with the following:
Bh = 8hw
where Bh is the bulkhead height; and
hw is the height of water.

In any event, the minimum height of the bulkhead should be not less than 2.2 m.
However, in the case of a ship with hanging car decks, the minimum height of the
bulkhead should be not less than the height to the underside of the hanging car deck
when in its lowered position.
3.2.5 In order to ensure that the model motion characteristics represent those of the actual
ship it is important that the model is both inclined and rolled in the intact condition so
that the intact GM and the mass distribution are verified. The mass distribution should
be measured in air. The transverse radius of gyration of the actual ship should be in
the range 0.35B to 0.4B and the longitudinal radius of gyration should be in the range
0.2L to 0.25L.
Note: While inclining and rolling the model in the damage condition may be
accepted as a check for the purpose of verifying the residual stability curve,
such tests should not be accepted in lieu of the intact tests.
A non-standard method for inclining may need to be adopted for HSC multihull
vessels. Refer to MCA Headquarters for advice on this.
3.2.6 It is assumed that the ventilators of the damage compartment of the actual ship are
adequate for unhindered flooding and movement of the flood water. However in trying
to scale down the ventilating arrangements of the actual ship undesirable scale
effects may be introduced. In order to ensure that these do not occur it is
recommended to construct the ventilating arrangements to a larger scale than that of
the model, ensuring that this does not affect the flow of water on the car deck.
3.2.7 It is deemed appropriate to consider a damage shape representative of a cross
section of the striking ship in the bow region. The 15° angle is based on a study of
the cross section at a distance of B/5 from the bow for a representative selection of
vessels of different types and sizes.
The isosceles triangular profile of the prismatic damage shape is that corresponding
to the load waterline.
Additionally in cases where side casings of width less than B/5 are fitted and in order
to avoid any possible scale effects, the damage length in way of the side casings
must not be less than 25 mm.
3.3 In the original model test method of resolution 14 of the 1995 SOLAS Conference the
effect of heeling induced by the maximum moment deriving from any of passenger
crowding, launching of survival craft, wind and turning was not considered even
though this effect was part of SOLAS. Results from an investigation have shown
however that it would be prudent to take these effects into account and to retain the
minimum of 1° heel towards the damage for practical purposes. It is to be noted that
heeling due to turning was considered not to be relevant.
3.4 In cases where there is a margin in GM in the actual loading conditions compared to
the GM limiting curve (derived from SOLAS 90), the Administration may accept that
this margin is taken advantage of in the model test. In such cases the GM limiting
curve should be adjusted. This adjustment can be done as follows:

d = dS- 0.6 ( dS – dLS )
where: dS is the subdivision draught; and dLS is the lightship draught.
The adjusted curve is a straight line between the GM used in the model test at the
subdivision draught and the intersection of the original SOLAS 90 curve and draught
d.
Paragraph 4 — Procedure for experiments
4.1. Wave spectra

The JONSWAP spectrum should be used as this describes fetch- and duration-
limited seas which correspond to the majority of the conditions world wide. In this
respect it is important that not only the peak period of the wave train is verified but
also that the zero crossing period is correct.
It is required that for every test run the wave spectrum is recorded and documented.
Measurements for this recording should be taken at the probe closest to the wave
making machine.
It is also required that the model is instrumented so that its motions (roll, heave and
pitch) as well as its attitude (heel, sinkage and trim) are monitored and recorded
through-out the test.
It has been found that it is not practical to set absolute limits for significant wave
heights, peak periods and zero crossing periods of the model wave spectra, therefore
an acceptable margin has been introduced.
4.2 To avoid interference of the mooring system with the ship dynamics, the towing
carriage (to which the mooring system is attached) should follow the model at its
actual drifting speed. In a sea state with irregular waves the drift speed will not be
constant; a constant carriage speed would result in low frequency, large amplitude
drift oscillations, which may affect the model behaviour.
4.3 A sufficient number of tests in different wave trains are necessary to ensure statistical
reliability, i.e. the objective is to determine with a high degree of confidence that an
unsafe ship will capsize in the selected conditions. A minimum number of 10 runs are
considered to provide a reasonable level of reliability.

Paragraph 5 — Survival criteria
The contents of this paragraph are considered self-explanatory.
Paragraph 6 — Test approval

The following documents are to be part of the report to the administration:
a) damage stability calculations for worst HSC side damage and midship HSC side
damage (if different);
b) general arrangement drawing of the model together with details of construction
and instrumentation;
c) inclining experiment and measurements of radii of gyration;
d) nominal and measured wave spectra (at the three different locations for a
representative realisation and for the tests with the model from the probe closest
to the wave maker);
e) representative record of model motions, attitude and drift
f) relevant video recordings
Note:
All tests must be witnessed by the administration.
6 Merchant Shipping (Ro-Ro Passenger Ships Stability)

Regulations 2004 (S.I. 2004 No. 2884)
6.1 General
6.1.1 These regulations implement a Regional Agreement (IMO Circular letter 1891 in
accordance with SOLAS 1995 Conference Resolution 14 refers) entitled “Agreement
Concerning Specific Stability Requirements for Ro-Ro Passenger Ships Undertaking
Regular Scheduled Voyages Between or to or from Designated Ports in North West Europe
and the Baltic Sea”. The model test method in SLF40/INF14 Annex 2 is updated in
MSC.141(76) and reproduced in EC Directive 2005/12/EC and MSN 1790 (M) including
MSN 1790 (M) Amendment 1.
6.1.2 The general requirement is that all Ro-Ro passenger ships (including high speed
craft) will comply with SOLAS 90 or equivalent (e.g. HSC Code damage) and consider the
effects of water on the vehicle deck, the amount of water being dependent on the freeboard
after assumed side damage and the Significant Wave Height in the area of intended
operation.
6.1.3 References to regulation numbers in this Part 6 refer to regulation numbers of the
above regulations.
6.1.4 The Agreement, commonly known as the “Stockholm Agreement”, is reproduced in
Merchant Shipping Notice MSN 1790(M) as amended and contains the technical
requirements to be complied with. See also paragraph 6.8 of this Appendix (C).
6.1.5 Signatories to the Agreement prepared “guidance notes on the annexes of the
Agreement” which were presented in a paper to the International Maritime Organisation
(IMO). The text of the two annexes to the paper, SLF 40/INF.14 as amended by
MSC.141(76), are reproduced in Parts 2, 3, 4, and 5 of this Appendix (C).

6.2 Interpretation (Regulation 2)
This Regulation provides definition of terms used in the regulations one of which establishes
to which ships the regulations apply, that is those operating a “regular scheduled service”.
6.3 Application (Regulation 3)

This regulation applies the Stockholm Agreement (regional specific stability requirement for
roro passenger ships undertaking regular scheduled international or domestic voyages) to
high speed passenger roro craft and conventional roro passenger ships.
6.4 Stability Requirements of Directive 2003/25/EC (Regulation 4)

The date by which a vessel is to fully comply with the requirements of the Agreement is
described. This compliance date is fixed and no extension will be allowed. Note: New
building vessels and vessels which are newly in operation in UK waters must comply with
Stockholm Agreement prior to commencing service.
6.5 Certification (Regulation 6)

Those vessels fully complying with the requirements of the Agreement are issued with a
certificate entitled Declaration of Compliance with Stability Legislation for RoRo Passenger
Ships Undertaking Regular Scheduled International Voyages, MSF 2228. This document
states the Significant Wave Height that the ship may operate in. The Passenger Safety
Certificate or Passenger Certificate will be endorsed to show this Significant Wave Height,
together with any restrictions which may have been imposed, e.g. restricted period of
operation. Surveyors should note that this Significant Wave Height stated should not be
lower than that required for the area of operation of the vessels.
6.6 Seasonal and short time period Operation (Regulation 7)

The Significant Wave Heights to be considered in the Agreement are for “year round
operations”. This regulation allows for a reduction in the wave height where it can be justified
for the restricted period of operation, e.g. summer operation only.
6.7 Stockholm Agreement (MSN 1790 (M))

6.7.1 Guidance notes
Annexes 1 and 2 of IMO document SLF 40/INF.14 as amended are appropriate notes on the
uniform application of Annexes 1 and 2 of the Agreement. Annex 1 addresses the stability
requirements pertaining to the Agreement while Annex 2 deals with the Model Test Method.
Both annexes of the IMO document are reproduced at Part 3, 4, 5 and 6 of this Appendix
(C).
6.7.2 Required submissions
6.7.2.1 Calculations
Where calculations are the decided method to show compliance, the submission should
include, for a new ship, that the requirements of the HSC Code should be followed,
however paragraph 5.6.2 of the Instructions for the Guidance of Surveyors Passenger

Ship Construction Classes I, II and IIA may be used as a further guide. In addition to
quoting the Significant Wave Height on which the calculations are based, the summary
of the damage case calculations is to indicate the freeboards after damage and the
amount of water on deck that has been considered in each case. For a vessel which
has previously been submitted to the certifying authority, those details and plans
referred to in the HSC Code may not be required. For the vessel in question, the
surveyor will advise the owner/consultant, referring to MCA Headquarters for advice if
necessary.
6.7.2.2 Model test

Where it has been decided that model tests are to be undertaken, calculations are to be
submitted which show the worst HSC Code damage (defined in paragraph 3.1 of Part 5
of this Appendix (C)) required by the regulations. However, if this damage is outside of
± 10%L from midships the worst midship damage with regard to freeboard is also to be
submitted. The extent and degree of modelling and the model test program together
with the calculation results are to be agreed by the Certifying Authority.
6.7.2.3 Model details
Regarding modelling of double bottom tanks, the following rules should be obeyed:-
(i) Where these tanks are included in the damage case, they are to be accurately
modelled with particular attention paid to the damage opening, where both the inner
and outer bottom should include a sharp edged V cut-out full penetration with
horizontal, vertical, and longitudinal extents as described in the appropriate HSC
Code;
(ii) Where these tanks are intentionally omitted from the damage case, to give a
worse “lesser” damage case, then they may be modelled as a solid block.
(iii) Where these tanks are permanently filled with ballast etc, but lie within the HSC
Code extent of side damage, they should be modelled as in (a) above except that
their contents should be included as a weight in the intact condition. This weight
shall be removed upon opening of the damage in the model side and flooding of the
space takes place.
6.7.3 Approval after model testing

Two copies of the test report and videos are required for retention by the Certifying
Authority. All details and reports are to be held on the CM 18/03 file. As per procedure,
copies should be sent to IMO upon completion, including the Declaration of Compliance
with Stability Legislation for RoRo Passenger Ships Undertaking Regular Scheduled
International Voyages.
***

Appendix D
RISK ASSESSMENT OF THE PASSAGE PLAN
IN RELATION TO WAKE WASH WAVES
1. Introduction
The waves generated by high-speed craft have been identified as a potential hazard to
shorelines, structures, other marine vessels and people along the shoreline, particularly
when operating in relatively shallow water.
MCA requires Owners to undertake a risk assessment of the passage plan as part of the
requirements for issue of the Permit to Operate certificate. This guidance is provided on the
processes and documentation that is required of the risk assessment.
2. Risk Assessment Applies to all High-Speed Craft

MCA require a Risk Assessment of the passage plan with reference to wake wash which
should provide a route and speed profile that minimises the effects on the local shore line
and to local users. The risk assessment is to be applied to all HSC operating in UK waters
and should highlight any areas likely to be affected by wash and any subsequent action
taken to reduce it.
Where wake wash is of concern, the master of an HSC undergoing any transit voyage or
scheduled voyage should be responsible for having a passage plan in place which includes
a risk assessment with respect to wash wake.
3. Guidance
Guidance is given below on how to conduct such an assessment.
Attention is also drawn to:
(a) MCA Research Project 420 – “Investigation of High-Speed Craft on Routes near to land
or enclosed Estuaries” and in particular Table 8.1 of the report Wash Characteristics
gives four types of Wash Classification.
(b) MCA Research Project 457 – “A physical study of Fast Ferry Wash Characteristics”.
(c) PIANC Project Guidelines for Managing Wake Wash for High-Speed Vessels. Marcon
Report of WG 41, 2003.
(d) UK Engineering and Physical Sciences Research Council report GR/R21165/01 - Ship’s
Wash Impact Management.
4. Outline Form of Assessment

The HSC Code is a risk-based document and the solution to managing wake wash is
identifying an appropriate risk based solution. The Guidelines for the Application of Formal
Safety Assessment for use in the IMO Rule-Making Process (MSC/Circ. 1023) offer a
structured methodology for undertaking the risk assessment. These guidelines offer an
overview of the techniques involved and a format for a final report. The format of the report is
that which the IMO require and should provide a useful guide.
MSIS011/ APPENDIX D - RISK ASSESSMENT/ REV 06/09/ PAGE 1 OF 18

5. Wake Wash Background
Wake Wash - means the waves produced by the vessel due to its movement through the
water. These waves are associated with the transmission of energy away from the vessel.
For HSC operating at high speed their generation takes place in a different speed-length
regime than for conventional ships and their generation, propagation and impact are affected
more by water depth than those typically produced by conventional ships.
The common factor for HSC is that the power propulsion system delivers a considerably
higher engine output per person transported compared to the slower previously deployed
conventional ferries. The need for higher power has the consequence of a new type of wake
wash which may lead to increased hazards to shorelines, structures, other marine vessels
and activities of people, e.g., bathing beaches. When a craft makes way through the water,
wake wash is generated as a result of the change in pressure along its hull. The actual wave
pattern, height and frequency, depend on the craft hull form, size, depth of the water,
topography of the seabed and the speed. When undertaking a risk assessment of the
passage plan consideration should be given to the vessels speed through the water and not
just the speed over the ground when route planning through shallow tidal waters, the
difference between the speed over ground and speed through the water may bring the
vessels operation into the transitional zone.
The waves are largest at the so called “critical speed” (a ratio between the ships speed and
the depth of water) which should be avoided. A HSC should operate at a speed above or
below critical speed as the waves at these levels are more moderate. In shallow water, wake
wash produced by the HSC distinguish themselves significantly from those generated by the
conventional ships in that they have a much longer period and appear very suddenly along
the coastline. HSC typically generate a wave pattern comprising of groups of long period
bow divergent waves and short period stern divergent waves.
The long periodic waves cannot normally be observed near the route of the craft due to the
flatness of the wave profile, but these waves usually cause problems in the shallow water
near the coasts because their height increases when the depth decreases. At the same time,
the wavelength decreases resulting in increasing the wave steepness and when it exceeds a
certain limit, the wave will break. Although the highest wave produced by a fast ferry is at the
depth critical speed, operators minimize the time spent in this region and by carefully
selecting the locations for acceleration and deceleration, the impact on the shore can be
localised and the position of contact controlled. However, if a ferry operates at super-critical
speed in a confined estuary, the inherent characteristics of the initial waves are unavoidable,
potentially affecting substantial lengths of coastline.
Wake wash is classified as subcritical, critical or supercritical in terms of the depth Froude
number Fnh which describes the ratio of the vessels speed to the wave propagation velocity
in shallow water and Fnh = Vs/√(g.h) where Vs is the ship speed in metres per second, g is
the acceleration due to gravity in m/s2 and h is the water depth in metres: for the purpose of
classification “sub-critical” means approximately Fnh<1, “critical” means the band
approximately between Fnh = 0.85 to 1.15 and “supercritical” means approximately Fnh>1.
Small HSC, primarily passenger-only vessels typically have service speeds above a length
Froude number (Fnl) of 1.0. As these vessels accelerate and decelerate they pass through
a transition speed (sometimes referred to as "hump speed”) where wake wash is at a
maximum for conditions other than operating in critical depth. For most vessels, this occurs
at a Fnl between 0.55 and 0.6. At speeds above this transition speed, wake wash wave
heights decrease with increasing speed.
It can be shown that operation at a length Froude number of 0.9 or more corresponds to
critical water depths greater than about half the length of the vessel. With respect to the
generation of critical waves at such water depths, the shallow water effect for typical HSC
MSIS024/ APPENDIX D - Risk Assessment/ REV 06/09/ PAGE 2

becomes negligible. However this does not mean that the subsequent propagation of these
wash waves into shallow water should be ignored.
MCA requires Operators to review each area of the passage plan and the various risks
(including such issues as the change in waves generated by operating on reduced number
of engines) using a form similar in content to the example sheet of a risk assessment, below.
It is known that turning in shallow water (causing wake wash to be focused at the inside of
the turn), acceleration and deceleration through the transition speed as well as changes in
speed, can cause potentially hazardous wake wash. It is also known that the effects of these
powerful waves can become focused by HSC vessels crossing paths, e.g. sister-ships on
the same route. These known factors can be used to an advantage in the risk assessment
and the approach angle (with respect to the coastline and seabed topography etc.) can be
modified, the vessel can be stopped, a change of speed can be used, timetable adjusted,
etc. to minimise the effects of the wash.
From experience It is known that wake wash from vessels operating at reduced power, e.g.
on 3 of their normal 4 engine capacity (asymmetric powering), are prone to generating an
increased wash. This is not due to speed reduction alone but also to the “crabbing” motion of
the hull when asymmetric powering is used. When considering way-points to reduce speed
the following should be considered:
• because of the reduced thrust available the vessel will take longer to transit the
critical depth speed range or may be unable to pass through this range and
become trapped near the critical speed. In the latter case, speed should be
reduced to a sub-critical depth Froude number zone below 0.8.
• the vessel may be operating at less than the optimum hull resistance.
It is important to note that the potentially hazardous wake wash generated by high speed
craft is not unique to HSC and conventional hull forms can be prone to the phenomenon
also.
6. Hazard Identification and Risk Assessment Format
The hazard identification process for wake wash from HSC will need to consider:-
• Where a (geographically) a hazard occurs;
• Over what timeframe the hazard occurs;
• The physical properties of the hazard;
• Who is at risk from the hazard (data on other craft population, shorelines,
structures and activities on the coastline);
• Coarse analysis of possible outcomes of hazards to other craft;
• Ranking of hazards: and
• Identify highly sensitive areas, e.g. bathing beaches, marinas, vulnerable
coastline, etc.
The risk assessment should identify the distribution of risk (frequency and consequence)
across the already identified hazards and identify those areas of high risk, which need
addressing.
When conducting route planning and risk assessment, operators should:
• Identify and document control measures to restrict the hazard from wake wash
• Accelerate and decelerate through the transition speed as rapidly as possible.

• Choose locations and courses for acceleration and deceleration such that
transition speed wake wash will be directed into minimally harmful areas.
Risk assessment may be performed on the basis of operational experience on the route in
question, assisted by theoretical investigation, where appropriate.
7. The Permit to Operate
The Operational Criteria of the Permit to Operate may include:
1. A full Risk Assessment of the Passage Plan with reference to wake wash must be
carried out.
2. Any likely areas of adverse wake wash impact to be identified and action taken to
reduce it.
3. The vessel to be operated in accordance with the control measures identified in the
risk assessment.
8. Pro Forma for letter of Acceptance of the Risk Assessment for Passage Plan
It is recommended that the MCA Lead Surveyor uses the following wording in a letter to the
vessel’s Operator to confirm acceptance of the risk assessment of the passage plan with
respect to wash and wake:
“The Risk Assessment for the Passage Plan of Vessel ………………………….......................
On Route of ……………………………………to……………………………………………
Has been noted and fulfils the requirement of Clause Number ……………………………… of
Operational Criteria of the Permit to Operate.
If there are any or a number of complaints of wake wash noted in a particular area the
Operator will be approached and requested to revisit and modify as necessary that part of
the Risk Assessment for the Passage Plan. ”
9 Training Aspects
The MCA now require that the Master and all officers having an operational role of an HSC
(comments apply generically to either 1994, 2000 HSC Code or DSC Code) vessel must
complete detailed training with respect to wake wash generation in order to gain Type
Rating. See guidance notes under 18.1.3, 18.3.2 and 18.6.1 of the Code for further
information. This training should enable them to fully understand the possible impact of
inappropriately operating at speed in shallow water; of operating at a course and speed
different from the approved risk assessment of the passage plan; the possible hazards
caused by turns; and operating under asymmetric powering.

ANNEX
Example Sheet of a Risk Assessment

MARINE INFORMATION NOTE
MIN 48 M+F
RESEARCH PROJECT 420: Investigation of High Speed Craft on Routes near to
Land or enclosed Estuaries
Note to: Ship owners, HSC operators, port and other relevant authorities, research and
further education institutes.
Summary
INFORMATION ON COMPLETED PROJECT 420 - Investigation of High Speed

Craft on Routes near to Land or enclosed Estuaries
RESEARCH CONTRACTOR: KIRK McCLURE MORTON, CONSULTING

ENGINEERS
TIMESCALE: September 1997 to September 1998
EXECUTIVE SUMMARY:
This project was commissioned by The Maritime and Coastguard Agency to
investigate the wash of high speed ferries operating in Belfast Lough. This was in
response to public concern regarding the size of wash waves produced along the
shoreline of the Lough. The principal rationale behind this study has been to
combine the expertise of naval architects and coastal engineers to study the
fundamental generation of wash from fast ferries and the propagation of the
resulting waves.
The study utilized mathematical and physical modelling along with site
measurements to determine the far field wave characteristics of the ship
generated wave. Mathematical models confirmed by site measurements were
used to confirm the impact of the waves on the shoreline.
The fundamental difference between the super-critical, critical and high speed sub-
critical wash produced by a fast ferry compared to the low speed sub-critical wash
of a conventional ship is the presence of long period waves which were not
previously described in published technical literature. Areas at risk from these
waves are identified in the report.
The study has revealed the limitations of the current mathematical models but it
has been demonstrated that it is possible to assess the impact of High Speed
Craft operated on routes near to land or enclosed estuaries.

1. Background
NOMENCLATURE
1.1 High Speed craft have been operating
g acceleration due to gravity, 9.81 m/s2 between Belfast Lough and Loch Ryan in
h water depth, m Scotland since 1992 when the “Seacat
Scotland”, a 74 metre INCAT wave piercer
Vs velocity of ship, m/s was introduced. In 1996 the “Stena Voyager”,
a HSS 1500, was introduced into the same
Fn Froude number, a non-dimensional
route and the monohull vessel “Jetliner” was
number relating speed to a linear introduced from Loch Ryan to Larne. The
dimension. arrival of the larger High Speed Craft (HSC)
Fnh Froude depth number caused a number of new problems as well as
reviving other older ones. The wash wave
knot 1 nautical mile = 1852 metres produced by the heavy displacement craft
travelling at some 40 knots created a number
wash, wash wave
of serious wash related incidents which
waves generated by the forward caused damage to ship's moorings, yacht
motion of marine vessels moorings and knocked people off their feet on
the beach and drew an unacceptable level of
critical speed complaint.
the maximum speed a wave can travel
in a given depth of water , Fnh =1 There was clearly a need to study the
critical wash underlying root causes of the pressure wave
generated by the wash of High Speed Craft
wash created by vessel speed and the transformation effects in enclosed and
operating at or near critical speed sometimes sheltered waters. The MCA
recognized there were safety benefits for all
supercritical wash users of the sea and foreshore in such a study.
wash created by vessel speed in The study could be used as a sound technical
basis for the inclusion of operation parameters
excess of critical speed, Vs>√(gh).
in the High Speed Craft Code or the High
sub-critical wash Speed Craft Permit to Operate.
wash created by vessel speed less
than critical speed, Vs<√(gh). 2 Project Objectives
high speed sub-critical wash 1. review the current state of knowledge
on wash from fast ferries,
significant wash created by vessel
operating at high speed in a water 2. both measure and calculate the wash
depth such that at all times the speed profiles from different types of fast
is less than critical speed, Vs<√(gh). ferry,
{Subject proposed for further research 3. mathematically model the wash wave
see 7.8.1} propagation and transformation
process,
non-dispersive wave
4. produce recommendations to reduce
a wave which cannot feed its energy the problems of wash,
back to create further waves. 5. produce a standardized methodology
SHIPFLOW© Computational Fluid Dynamics for assessing fast ferry wash.
code developed by Flowtech
International AB.
3 Methodology
Zraise, a software control coefficient used in 3.1 The starting point for the study was an
SHIPFLOW© extensive literature review of technical
publications, research reports and books on
the fundamental physics of ship wash, the various depths dating back to 1906, there is
results of tank tests, field measurements and relatively little published work on the wash
coastal processes. The objective was to produced by large fast ferries, as they are a
assess the current ‘state of knowledge’ on the relatively recent innovation. Wash waves are
subject and identify the areas where further classified in terms of the depth limited Froude
information was required to conduct the study. Fn = Vs / gh
number h , which is the ratio of
ship speed to the wave propagation velocity in
3.2. The second stage was the shallow water. The wash is defined as sub-
determination of the wash characteristics of critical, critical or super-critical if Fnh < 1, =1, or
the various highspeed craft using Belfast >1 respectively. The classification is purely a
Lough. Unfortunately detailed information on function of ship speed, Vs, and water depth, h.
tank tests, numerical simulations and
prototype evaluation was not available as it is
commercially sensitive and is the property of 4.2 The mathematical modelling
either the ship owner, the ship yard which highlighted the limitations of the current
developed and built the craft or the design software available. A comparative study for
team. one of the hulls in question was performed to
Consequently it was necessary to establish the ensure that the wave heights and pattern are
wash characteristics of the fast ferries using modelled correctly in SHIPFLOW©. This study
Belfast Lough independently. This was has shown that the wash wave height (but not
achieved in three ways:- the wave pattern) is very sensitive to a
software control coefficient, Zraise, in shallow
• the wash waves were monitored at a range water analysis. An appropriate value of this
of locations around Belfast Lough coefficient has been determined by comparing
• the wash characteristics of four ships using model tests and SHIPFLOW© calculations
the Lough were determined mathematically and it has been used in all SHIPFLOW©
using Shipflow©. calculations in order to ensure consistency in
the results. The analysis method using
• free running generic models of a high
SHIPFLOW© has been compared with model
speed monohull, a wave-piercing
test results on earlier occasions and generally
catamaran and the catamaran SWATH hull
these comparisons show good correlation for
configuration, similar in concept to Stena
the results. Typical differences in measured
HSS, were constructed and tested in a
wave amplitudes are of the order of 5-10% at
large shallow pool.
subcritical and supercritical Froude numbers
while at critical Froude number the difference
may be about 40%. A limitation in the
3.3 The third stage involved using the data
comparison is however, that only a few wave
acquired on the wash characteristics close to
measurements are made sufficiently close to
the ship as input to a range of mathematical
the model to be within the area analyzed by
models. These describe the wave
SHIPFLOW©.
transformation processes which influence the
wash wave patterns which spread across the
Lough. The wash wave predictions from the
4.3 The physical measurement of the wash
mathematical models were then compared
waves in Belfast Lough produced the most
with measured data at selected locations
significant new observations. There are
around the Lough. This process of verification
several aspects of the wash of a fast ferry,
was used to calibrate the models so that they
which are fundamentally different from that of a
could be used to predict the wash wave
conventional ship. An overview of the main
properties at other locations, which were not
risks and the ship operational categories is
monitored.
given in tables in the report. It should be noted
that the wave heights and periods presented
are for a particular ship and are used as an
4 Summary of Results example. They will vary with vessel speed,
4.1 An extensive literature review revealed length, displacement, hull configuration and
that although there was extensive fundamental water depth.
work on wash wave characteristics in water of

4.3.1 A super-critical wash measured 4.3.4 Critical wash is a special case and can
several kilometres from the track of Stena HSS be minimized by going between sub critical
displays in the initial wave group, waves which and super-critical as quickly as possible. At
do not exist with a conventional ferry. Typically the shore it is difficult to identify the critical
in a super-critical wash the first wave in the wave in isolation and it is usually recognized
group has a period of 40 seconds and a height by a magnification of the leading waves in the
of 0.4m. The second and third waves are the super-critical wash. It was calculated and
highest at 0.7m with periods of 20 seconds observed that the outer edge of the critical
and 14 seconds respectively, followed by 8 wave spreads at the same rate as its forward
waves which steadily reduce in height and velocity gh and can quickly fill the width of
wave period to 0.2m and 8 seconds the inner part of Belfast Lough. Operating at
respectively. The second zone of waves with depth limited Froude numbers as low as 0.9
periods of between 6 seconds and 3.5 for a sustained period of time, can still
seconds is similar to the complete wash generate waves up to the breaking limit and
produced by a conventional ferry of similar can be achieved with fast conventional
displacement. The third zone has a small ferries.
group of very steep waves with a period of 3
seconds and is peculiar to fast ferries. In
previous studies it was concluded that the 4.3.5 In comparing the wash for the two
height of waves produced by fast ferries was types of High Speed Craft it was noted that the
less than that of conventional ships. The wave pattern was similar in all wave
presence of the world’s largest fast ferry, classifications, with the exception of the
Stena HSS, has resulted in the conclusion that highspeed sub critical transverse wave which
the heights can be similar, but the periods are is believed to be related to the ship length. The
substantially longer. The 40 seconds time wave energy was observed to be dependent
span between the first two wave crests in a on power and displacement.
super-critical wash result from the wave being
non-dispersive. This is due to the restricted
water depth and the observation that the 4.4 Wash modelling in Belfast Lough was
divergence angle of between 10° and 12° is demonstrated to produce useful results. The
maintained with distance from the track. wash prediction models and the wave
transformation models still require
considerable development. In order to produce
4.3.2 A wave pattern identified as a high the necessary wave data and to automatically
speed sub-critical wash is produced by high cope with the complex spreading wave
speed operation in the deep waters of the patterns respectively, it is not possible to
North Channel. This wash pattern is produce a normalised model which is
dominated by a 14 seconds wave which applicable to all fast ferry configurations and
persists for 17 minutes initially with a height of sea bed topographies. Nevertheless the
0.7m but subsequently reducing to between existing models are sufficiently adaptable to
0.3m and 0.2m. This is the transverse wave enable environmental impact statements to be
which is generated behind a ship, with a prepared for particular ferry operations on a
principal direction equal to the ship’s heading site-specific basis. An analysis of model results
and spreading at about 200 on either side of has been supported by actual site
the track. measurements.
4.3.3 As stated in paragraph 4.3.1 this study

5 Conclusions:
has identified a third problem area produced
by the small group of waves with a period of 3 5.1. The fundamental difference between
seconds at or close to the breaking wave limit. the super-critical, critical and high speed sub-
These form the last wave group in the wash critical wash produced by a fast ferry
pattern and can arrive 30 minutes after the first compared to the low speed sub-critical wash of
wave. Small craft such as speedboats and a conventional ship is the presence of long
open boats drifting for the purposes of fishing period waves producing a range of risks to
could be vulnerable to swamping or capsize. Lough users and the general public.

5.2. The long period waves at the start of different frequency zones on the inside of the
the super-critical wash are intrinsic to high bend.
speed vessels.
(This recommendation does not override a
Master’s Prime Responsibility to comply with
the Regulations for Preventing Collisions at
5.3. Both the wash prediction models and
Sea)
the wave transformation models still require
considerable development in order to produce
the necessary wave data and to automatically
7 Implementation
cope with the complex spreading wave
patterns respectively. As such, it is not 7.1 The MCA will disseminate the
possible to produce a normalised model which information derived through publications in the
is applicable to all fast ferry configurations and professional press and presentations at
sea bed topographies. Nevertheless the professional fora.
existing models are sufficiently adaptable to
enable environmental impact statements to be
prepared for particular ferry operations on a 7.2 The project for making the public
site-specific basis. aware of the effects will be re-emphasised and
Masters and Watch Officers of High Speed
Craft will also be included.
5.4. Visual observation of wash waves is
insufficient and should be supported by
physical measurement particularly when 7.3 Prior to the introduction of new vessels
assessing the affect of different operational and before a High Speed Craft Permit to
strategies. Operate will be issued Operators will be
requested to provide an impact assessment
verified by a third Party, as evidence that they
6 Recommendation have taken into consideration the wave making
potential of the vessel and the areas at risk
6.1 As the long period waves at the start of
identified. Such information is to be included in
the super-critical wash are intrinsic to the
the Craft operating Manual and the Route
operation of HSC. An environmental impact
Operating manual respectively.
statement should be produced for each new
proposal for a fast ferry to operate in shallow
coastal waters to assess the level of risk for 7.4 Software programmers for modelling
different users. To facilitate this, the wash ship generated waves are to be encouraged to
characteristics should be assessed by physical extend their calculation field boundaries.
and mathematical modelling during the design
process. The predictions should be verified
during commissioning trials. This information 7.5 A Marine Guidance Note is to be
should be made available to the assessors produced for Operators specifying the aspects
and form an integral part of the classification of the High Speed Craft wash to be modelled
process. by liaison with Industry.
6.2. In view of the foregoing, it is 7.6 Marine Guidance note to be produced

recommended that Belfast Lough users in for the benefit of Master’s and Navigators by
particular are made aware of the risks by e.g. liaison with Industry.
Port Operators or relevant authorities.
7.7 Ship designers to study the wash wave

6.3. Fast ferries should not plan to alter signature of their vessels.
course inside the mouth of the Lough as super
position of the initial super-critical waves on
high speed sub-critical wash can occur on the 7.8 Suggested areas for further research
outside of the bend on an inbound course. are;
Course changes while at super-critical speed
can cause wave super position of waves from

7.8.1 Identify the break point between high
and low speed in the sub-critical range and
the influence of ship length in high speed
sub-critical wash.
7.8.2 Assign a numerical value to the risks

identified so that they can be evaluated in
accordance with probability concept as
defined in Annex 3 of the High Speed Craft
Code.
8 Further Information
8.1 For further information contact Mr Keith
Patterson, Project Manager, on 029 9147
5307
8.2 A copy of the summary report can be

viewed on the MCA website at
www.mcga.gov.uk

Investigation of HSC on Routes near to Land or enclosed Estuaries. Extract from Project 420
Table 8.1 - Wave Wash Characteristics.
Wash Wave Component Characteristics

Classification
Super – Critical Zone 1 Long period waves, initial waves non-dispersive, 1st two crests diverge ≅ 10° - 12°, initial
Fnh > 1 period 40s 3km from track. 2nd wave highest in group, waves more dispersive as period
reduces to 8s, direction dependant on ratio of ship velocity and individual wave velocity.
Vs > 35 knots
Zone 2 Medium period waves, 6s – 3.5s, similar to conventional ship wash.
Zone 3 Short period waves, 3.0s – 2.5s, breaking/near breaking at end of wash.
Critical / Near Critical Two non dispersive waves generated at bow and stern, travel in the direction of and at the speed of
the ship, spread laterally at the same velocity, sustained generation of constant depth can build
0.85 < Fnh < 1.1
height to breaking limit.
Classical Kelvin Ship Wash Pattern
High Speed Sub - Critical Zone 1 Long period waves, 12s – 8s gradually building in height over a number of waves before
reducing with reducing period.
Fnh > 0.85
Zone 2 Medium period waves, 6s – 3.5s, similar to conventional ship wash.
Vs > 20 knots
Zone 3 Short waves, 3.0s – 2.5s, breaking/near breaking at end of wash.
Zone 4 Transverse waves, 14s – 13s period for 40 knot vessel > 100m long.
Low Speed Sub – Critical Zone 2 Medium period waves 6s – 3.5s, cusp waves in Kelvin Ship Wash Pattern
Vs < 20 knots Zone 4 Transverse waves ≅ 5s for 15 knot vessel.
Note- with the exception of super critical (Zone 1) and critical waves direction is a function of ship velocity and wave group velocity.

MARINE INFORMATION NOTE
MIN 118 (M+F)
RESEARCH PROJECT 457: A Physical Study of Fast Ferry Wash Characteristics in
Shallow Water
Summary
INFORMATION ON COMPLETED PROJECT 457 – A Physical Study of Fast Ferry
Wash Characteristics in Shallow Water.
RESEARCH CONTRACTOR: Queen’s University of Belfast in association with Belfast

Harbour Commissioners
TIMESCALE: September 1999 to April 2001
EXECUTIVE SUMMARY: Following on from Research Project 420, an extensive

programme of model testing and field monitoring of the wash wave characteristics of fast
ferries operating at speed in shallow water has been undertaken at The Queen’s
University of Belfast. Solitary like wave crests of very low amplitude have been observed
travelling up to four ship lengths ahead of the ship whilst operating in very shallow water
however, it has also been observed that the crests have been followed by long period
troughs of very small amplitude.
The most significant conclusion is that the leading long period waves in the super-critical
wash are significantly more important than the solitary waves with respect to risk for users
of the coastal zone. The presence of very long wave periods, sometimes in excess of 40s,
at the start of the super-critical wash has been explained. This is due to divergence in the
direction of travel of the leading wave crests, which is maintained with distance from the
ship. The divergence angle is primarily a function of depth Froude number and to a lesser
extent water depth.
The decay rate of the wash in shallow water was observed and quantified. The impact on
shoreline and other vessels is discussed.
NOMENCLATURE
g acceleration due to gravity, 9.81 m/s2
h water depth, m
Vs velocity of ship, m/s
x distance from vessels track
Fn Froude number, a non-dimensional number relating speed to
a linear dimension.
Fnh Froude depth number
Fnl Length Froude number
knot 1 nautical mile = 1852 metres
wash, wash wave waves generated by the forward motion of marine vessels
critical speed the maximum speed a wave can travel in a given depth of
water, Fnh = 1
critical wash wash created by vessel speed operating at or near critical
speed
supercritical wash wash created by vessel speed in excess of critical speed,
Vs>√(gh).
sub-critical wash wash created by vessel speed less than critical speed,
Vs<√(gh).
high speed sub-critical wash significant wash created by vessel operating at high speed in
a water depth such that at all times the speed is less than
critical speed, Vs<√(gh).
non-dispersive wave a wave which cannot feed its energy back to create further waves.
wash diverge. It is important to identify
1. Background
how these phenomena are influenced by
1.1 Fast ferries produce very long period hull configuration and water depth.
waves at super-critical speed when
1.6 The long-term impact of fast ferry
operating in shallow water typically found
operation on the environment requires
in many estuaries.
consideration.
1.2 These waves produce significant surge
1.7 The work is complimentary to research
effects at the shoreline that can cause
project 420.
damage to ships moored at open quays
and are potentially dangerous to small 2. Project Objectives
craft at or near the shore and the general
2.1 Study the transverse spreading velocity
public using beaches and low coastal
of the critical wave group,
paths.
2.2 Study the divergence of the leading long
1.3 Fast ferries operating at speed in
period waves in the super-critical wash,
confined channels also pose steerage
problems for other ships when in close 2.3 Determine how the above is influenced
proximity with the potential risk of by hull configuration/future designs,
collision or running aground on shallow speed and water depth,
banks outside the channel.
2.4 Provide more detailed information to
1.4 The largest wash height is produced at improve the mathematical models of the
the critical speed. wave transformation processes in
estuaries used in research project 420
1.5 Further work is required to understand
which in future would be used to produce
how the critical wave spreads and how
environmental impact statements for fast
the leading waves in the super-critical
ferries,
-2-
2.5 Research and demonstrate some and patterns being measured at depth
remedial measures for reducing the limited Froude Numbers ranging from
surge effect on shorelines, moored ships 0.8 to 2.6.
and passing vessels in confined
Experiments were conducted in which
channels,
the models were accelerated and
2.6 Generally improve the understanding of decelerated at different locations in the
the very long period waves in a super- tank relative to the wave probe arrays.
critical wash. This was particularly important to
ascertain how the super-critical wash
2.7 Study the influence of wash induced
decays after the ship has slowed down
currents and pressure fluctuations on the
and is no longer energizing the leading
seabed and on the shoreline.
long period waves.
2.8 To determine if the solitary type wave is
In addition to the scale models of fast
an effect solely restricted to fast ferries
ships a series of generic models were
and to ascertain if it is significant when
also tested. The hull shapes comprised a
undertaking risk assessments of fast
flat bottom in the longitudinal and
ferry operation.
transverse directions, vertical sides, a
3. Methodology 10mm radius curve between the sides
and the bottom. In plan view the sides
A shallow wide towing tank measuring
had a constant curvature from the stem
50m x 17m with a maximum water depth
to the point of maximum beam which in
of 400mm was built in a warehouse
all cases was 0.5m from the stem.
provided by Belfast Harbour
Adding rectangular sections lengthened
Commissioners. A cable-way towing
the hulls. The hulls were tested in both
system with a computer controlled
monohull and catamaran form and at
variable speed motor was installed to
different drafts.
tow a variety of models with a scale of
between 1:50 and 1:80 at speeds up to A qualitative assessment was made of
4.5m/s. Loose stone beaches with a the effect of super-critical wash
slope of 1:3 were used to minimise produced by fast ferries on,
reflections around the tank. As the
• other ships either approaching or
models were towed close to one side in
travelling in the same direction,
order to maximise the measurement
area, a very low reflection coefficient • moored vessels at open quays in
was essential. This was achieved locally estuaries.
by placing variable density foam blocks
These tests were conducted at model
in a chevron formation on top of the
scale and the observations were verified
stone beach.
using data obtained from field
An array of 12 resistance probes was measurements taken as part of other
used to measure the wash wave profiles studies.
produced by the different models. To
For field measurements to track the
measure the surface elevation parallel
wash of fast ferries, the wave power
wire resistance wave probes were used.
research group developed two types of
Before starting a new measurement task
measurement equipment:
the probes had to be calibrated. The
probes were positioned and the output • an ultrasonic measurement system
signal of the amplifier was zeroed. The which worked on the time taken for a
probes were then lifted 50mm and a sound signal to be emitted by a
measurement taken. These values were transducer and reflected back by the
then used for calibration. air-water interface, and,
Models of both catamaran and monohull • a sea bed pressure transducer system
fast ferries were towed at a range of used to measure the pressure of the
constant speeds in water depths ranging water column overhead.
from 100 to 400mm equivalent to
The output from the physical modelling
between 5m and 32m at full size. The
programme supplemented with field
various speeds resulted in wave heights
measurements from other studies were
-2-
used to improve the input data to the period of the leading waves in the far
Mike 21 software which has been field and also to calculate the divergence
adapted to model the transformation of angle between these waves.
fast ferry wash in the coastal zone in
4.5 Moored ships will surge on the long
MCA project 420. The refined input data
period super-critical or near-critical
included the range of wave periods
waves. As with any damped mass spring
used, the direction of travel of the
system, the response of the ship will
different wash wave components and the
depend on size, displacement and the
attenuation of height with distance from
elastic constraint of the mooring system.
the ship’s track. In addition some
Large ships will respond to the long
preliminary calculations were undertaken
period waves, while small vessels will
on sediment transport in very shallow
respond to the shorter wave
water and at the shoreline.
components. Consequently each ship
The Environmental Impact of High- and mooring configuration has to be
Speed Ship Wash part of the research analysed individually to assess the
project had an initial look at the problems caused by fast ferry wash. As
environmental impact of high-speed a remedial measure moored ships
wash. A case study was chosen to should avoid unequal lengths for
illustrate a possible procedure for such mooring lines.
an investigation and to show the various
4.6 The effect of the wash of high-speed
difficulties in assessing the impact of
craft on other moving vessels is
high-speed craft.
dependent on size, displacement and
4. Summary of Results hull form. Consequently the risk to each
vessel must be assessed individually.
4.1 The crest length increases at the same
Vessels operating in the transcritical
velocity as the critical speed. The critical
range should not overtake small vessels.
wave is also an unsteady process. As
the ship remains at the critical speed the 4.7 The characteristics of the leading long
wave crests tend to move forward and period waves were explored by studying
propagate in a direction almost parallel the decay rates. It was found that as the
to the track of the ship and the leading vessel speed increased in the
wave crests tend to straighten out. supercritical range there was a reduction
in the initial group wave height but as the
4.2 The angle between the leading wave
wave moved away from the ship track
crests is primarily a function of depth
they were more persistent. Decay rates
Froude Number with a secondary
have been determined for different water
dependence on water depth.
depth/ship length ratios.
4.3 Catamarans tend to produce wash with
4.8 Initial studies were completed and longer
distinct wave frequency groups due to
term monitoring programmes instigated
phase cancellation of some waves from
to determine the environmental impact of
each hull. This varies with hull length
wash from fast craft and to make a
and spacing. In comparison monohulls
comparison with other ships. The
generally produce a continuous spread
vulnerability of a coastal zone to wave
of wave frequencies from the long initial
attack is dependant on the typical
waves to the short tail waves. It was
particle size and the grading of the
observed that catamarans operating in
material. If fine sediments are
the supercritical regime produce less
interspersed with gravel and small
energetic waves than monohulls of
stones, then armouring takes place and
similar length and displacement
the mass transport rate is significantly
4.4 A mathematical model has been reduced.
compared to and validated by
4.9 Both conventional ships and fast ferries
experimental data. It was found that the
can produce solitary like waves, which
model provided a good prediction of the
are of very long period and can travel
wave patterns, the angle of each wave in
several ship lengths ahead in very
the leading group of waves, and the
shallow open water. Large displacement
divergence of the wave crests. As a
ships operating in shallow water are
result it was possible to predict the
-3-
particularly prone to generating this type depth/ship length ratio and to a lesser
of wave. However, with respect to fast extent with hull configuration. The low
ferries the following should be noted; height decay rate in the leading super-
critical wash is attributable to the waves
4.10 These waves are only generated at sub-
being largely non-dispersive in that
critical and near-critical depth Froude
energy is conserved in individual waves.
numbers when the water is very shallow
However, the crests diverge with
with a small under keel clearance of 1m
distance from the ship spreading the
to 2m. Consequently they occur when
energy over a larger area hence
there is a high ‘blockage’.
reducing the wave height. Also there is
5. Conclusions some dispersion of energy into the
subsequent waves.
5.1 Solitary waves. Both conventional ships
and fast ferries can produce solitary type 5.5 The rate of decay of the maximum wave
waves, which are of very long period and height at the critical speed was
can travel several ship lengths ahead in substantially different to the super-critical
very shallow open water. Large decay rates. It was observed that the
displacement ships operating in shallow wave heights were significantly greater
water are particularly prone to around the ship’s hull, but were found to
generating this type of wave. These decay much faster with distance from the
waves are only generated at sub-critical ship’s track. However, both the wave
and near-critical depth Froude numbers height and the decay rate were
when the water is very shallow with a dependent on the length of time that the
small under keel clearance of 1m to 2m. vessel spent at the critical speed.
Consequently they occur when there is a
5.6 Wash persistence. As the crests of the
high ‘blockage’.
initial waves in the super-critical wash
5.2 Super-critical and Critical Wash Waves. are continuous the height of the waves
As solitary waves are only generated in already produced will reduce when the
very specific circumstances and are very ship slows to sub-critical speed. This is
small in height, it is the leading waves due to the lateral spread of energy along
produced at super-critical and trans- the wave as the crest length increases
critical depth Froude numbers in without further input of energy from the
conjunction with the transverse high ship
speed sub-critical waves which are the
5.7 Length Froude number, Fnl. The length
most significant to users of the coastal
Froude number is an important
environment.
parameter in intermediate as well as
5.3 Mathematical model. A mathematical deep water as it influences the point at
model has been compared to and which a vessel produces its maximum
validated by experimental data. It was wash when travelling in the critical speed
found that the model provided a good range. A worst case scenario in terms of
prediction of the wave patterns, the wash generation occurs when a ship
angle of each wave in the leading group operates at the ‘hump speed’ (typically
of waves, and the divergence of the between Fnl = 0.4 and 0.6) and the
wave crests. As a result it was possible critical depth Froude number
to predict the period of the leading simultaneously.
waves in the far field and also to
5.8 Hull configuration. Catamarans tend to
calculate the divergence angle between
produce wash with distinct wave
these waves.
frequency groups due to phase
5.4 Decay. In sub-critical wash the decay of cancellation of some waves from each
the height of the divergent waves is a hull. This varies with hull length and
function of distance from the track of the spacing. In comparison monohulls
vessel, x-0.33, and for the transverse generally produce a continuous spread
waves x-0.5. In super-critical wash the of wave frequencies from the long initial
rates of decay can be substantially less waves to the short tail waves. It was
with the lowest decay rate measured observed that catamarans operating in
being x-0.2. However it was found that the the supercritical regime produce less
decay rate varied significantly with water
-4-
energetic waves than monohulls of 8.2 The summary report can also be viewed
similar length and displacement. on the MCA website: www.mcga.gov.uk
and, also The Queen’s University of
5.9 Conventional ships. Wash problems are
Belfast Fast Ferry Group website
not solely associated with fast craft. All
http://www.qub.ac.uk/waves/fastferry/ferr
craft capable of exceeding a depth
y_wash_hp.html
Froude number of 0.85 enter the trans-
critical range. Several new ferries are
capable of operating at speeds up to 30
knots. In general they are much larger
and heavier than the largest fast ferries
and are capable of creating wash
problems.
5.10 High Speed Vessels Passing Other
Ships. The effect of the wash of high-
speed craft on other moving vessels is
dependent on size, displacement and
hull form. Consequently the risk to each
vessel must be assessed individually.
There are a number of general
observations, which have been made.
5.11 Environmental Impact. Initial studies
were completed and longer term
monitoring programmes instigated to
determine the environmental impact of
wash from fast craft and to make a
comparison with other ships. Initial
general conclusions have been reached
and reported on.
6. Recommendation
6.1 That the information produced by this
research is made widely available to
industry.
6.2 That industry utilises the information
when preparing Risk Assessments of
Passage Plans for High Speed Craft.
6.3 That it be noted that further research in
this area is now conducted through the
more widely supported Ship Wash
Impact Management (SWIM) project.
7. Implementation
7.1 The MCA will disseminate the
information derived through publications
in the professional press and
presentations at professional forums.
7.2 The results of this research will be
incorporated in the SHIPS WASH
IMPACT MANAGEMENT (SWIM)
project.
8. Further Information
8.1 For further information contact Mr Keith
Patterson on telephone number 028
9147 5307
-5-
Appendix E
RESOLUTION MSC.97(73)
(adopted on 5 December 2000)
ADOPTION OF THE
INTERNATIONAL CODE OF SAFETY FOR HIGH-SPEED
CRAFT, 2000
THE MARITIME SAFETY COMMITTEE,
RECALLING Article 28(b) of the Convention on the International Maritime

Organization concerning the functions of the Committee,
NOTING the International Code for the Safety of High-Speed Craft (1994 HSC
Code) and chapter X of the International Convention for the Safety of Life at Sea
(SOLAS), 1974 (hereinafter referred to as “the Convention”), which made the 1994
HSC Code mandatory under the Convention,
RECOGNIZING that development of novel types and sizes of high-speed craft and
improvements of maritime safety standards since the adoption of the 1994 HSC
Code necessitate the revision of the provisions for the design, construction,
equipment and operation of high-speed craft in order to maintain the highest
practical level of safety,
NOTING ALSO resolution MSC.99(73) by which it adopts amendments to chapter X

of the Convention to make the provisions of the International Code for the Safety of
High-Speed Craft, 2000 (2000 HSC Code) mandatory under the Convention for
high-speed craft constructed on or after 1 July 2002,
HAVING CONSIDERED, at its seventy-third session, the text of the draft 2000 HSC
Code which has been developed following a thorough revision of the 1994 HSC
Code,
1. ADOPTS the International Code of Safety for High-Speed Craft, 2000 (2000
HSC Code), the text of which is set out in the annex to the present resolution;
2. INVITES Contracting Governments to the Convention to note that the 2000

HSC Code will take effect on 1 July 2002 upon entry into force of the amendments
to chapter X of the Convention;
3. REQUESTS the Secretary-General to transmit certified copies of the present

resolution and the text of the 2000 HSC Code contained in the annex to all
Contracting Governments to the Convention;
4. FURTHER REQUESTS the Secretary-General to transmit copies of this

resolution and the annex to all Members of the Organization which are not
Contracting Governments to the Convention.
MSIS024/ APPENDIX E/ REV 06/09/ PAGE 1 OF 1

Appendix F
RESOLUTION MSC.222(82)
(adopted on 8 December 2006)
ADOPTION OF AMENDMENTS TO THE INTERNATIONAL

CODE OF SAFETY FOR HIGH-SPEED CRAFT, 2000
THE MARITIME SAFETY COMMITTEE,
RECALLING Article 28(b) of the Convention on the International Maritime

Organization concerning the functions of the Committee,
NOTING resolution MSC.97(73), by which it adopted the International Code

of Safety for High-Speed Craft, 2000 (hereinafter referred to as “the 2000 HSC
Code”), which has become mandatory under chapter X of the International
Convention for the Safety of Life at Sea (SOLAS), 1974, (hereinafter referred to as
“the Convention”),
NOTING ALSO article VIII(b) and regulation X/1.2 of the Convention

concerning the procedure for amending the 2000 HSC Code,
HAVING CONSIDERED, at its eighty-second session, amendments to the

2000 HSC Code proposed and circulated in accordance with article VIII(b)(i) of the
Convention,
1 ADOPTS, in accordance with article VIII(b)(iv) of the Convention,

amendments to the International Code of Safety for High-Speed Craft, 2000, the text
of which is set out in the Annex to the present resolution;
2 DETERMINES, in accordance with article VIII(b)(vi)(2)(bb) of the

Convention, that the amendments shall be deemed to have been accepted on 1
January 2008 unless, prior to that date, more than one third of the Contracting
Governments to the Convention or Contracting Governments the combined
merchant fleets of which constitute not less than 50% of the gross tonnage of the
world’s merchant fleet, have notified their objections to the amendments;
3 INVITES Contracting Governments to note that, in accordance with article

VIII(b)(vii)(2) of the Convention, the amendments shall enter into force on 1 July
2008 upon their acceptance in accordance with paragraph 2 above;
4 REQUESTS the Secretary-General, in conformity with article VIII(b)(v) of the

Convention, to transmit certified copies of the present resolution and the text of the
amendments contained in the Annex to all Contracting Governments to the
Convention;
5 FURTHER REQUESTS the Secretary-General to transmit copies of this

resolution and its Annex to Members of the Organization, which are not Contracting
Governments to the Convention.
MSIS024/ APPENDIX F/ REV 06/09/ PAGE 1 OF 1

HSC Code 200 - MCA Guidance For Surveyor 06.2009

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HSC Code 200 - MCA Guidance For Surveyor 06.2009

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The Maritime and Coastguard Agency

International Code of Safety

2000 HSC CODE

Instructions for the Guidance

Contents Pages Revision Status

Chapters Pages Revision Status

Annexes Pages Revision Status

Appendices Pages Revision Status

MSIS024/ Contents /REV 06/09/ PAGE 2

MSIS024/ Contents /REV 06/09/ PAGE 3

MSIS024/ Contents /REV 06/09/ PAGE 4

CHAPTER 2 - BUOYANCY, STABILITY AND SUBDIVISION

Part B - Requirements for passenger craft

CHAPTER 4 - ACCOMMODATION AND ESCAPE MEASURES

CHAPTER 5 - DIRECTIONAL CONTROL SYSTEMS

CHAPTER 6 - ANCHORING, TOWING AND BERTHING

CHAPTER 7 - FIRE SAFETY

Part B - Requirements for passenger craft

MSIS024/ Contents /REV 06/09/ PAGE 6

CHAPTER 8 - LIFE-SAVING APPLIANCES AND ARRANGEMENTS

Part B - Requirements for passenger craft

Part C - Requirements for cargo craft

CHAPTER 10 - AUXILIARY SYSTEMS

MSIS024/ Contents /REV 06/09/ PAGE 7

Part C - Requirements for cargo craft

CHAPTER 11 - REMOTE CONTROL, ALARM & SAFETY SYSTEMS

CHAPTER 12 - ELECTRICAL INSTALLATIONS

Part B - Requirements for passenger craft

Part C - Requirements for cargo craft

CHAPTER 13 - NAVIGATIONAL EQUIPMENT

MSIS024/ Contents /REV 06/09/ PAGE 8

CHAPTER 15 - OPERATING COMPARTMENT LAYOUT

CHAPTER 16 - STABILIZATION SYSTEMS

CHAPTER 17 - HANDLING, CONTROLLABILITY & PERFORMANCE

MSIS024/ Contents /REV 06/09/ PAGE 9

CHAPTER 18 - OPERATIONAL REQUIREMENTS

Part B - Requirements for passenger craft

Part C - Requirements for cargo craft

CHAPTER 19 - INSPECTION & MAINTENANCE REQUIREMENTS

Annex 1 Form of High-Speed Craft Safety Certificate and Record of Equipment

MSIS024/ Contents /REV 06/09/ PAGE 10

Appendix A The Merchant Shipping (Marine Equipment) Regulations 1999

MSIS024/ Contents /REV 06/09/ PAGE 11

MSIS024/ Objective of Instruction /REV 06/09/ PAGE 1

MSIS024/ General Guidance /REV 06/09/ PAGE 3

New UK Registered Craft

MSIS024/ General Guidance /REV 06/09/ PAGE 4

Existing Craft Joining the UK Register

1 any change that substantially alters the dimensions of a high-speed craft

2 any change that substantially alters the passenger accommodation

MSIS024/ General Guidance /REV 06/09/ PAGE 5

Existing UK Registered Craft

Exemptions, Alternatives and Equivalents

Where a craft is engaged only on voyages in UK categorized waters A, B, C or D waters

MSIS024/ General Guidance /REV 06/09/ PAGE 6

• a statement from the local rescue co-ordination centre (MRCC/SC) of HM Coastguard

Hull and machinery surveys are effectively delegated to UK authorised classification

MSIS024/ General Guidance /REV 06/09/ PAGE 7

DOCUMENTS UK FLAG CRAFT FOREIGN CRAFT

Certificate of Registry MCA Flag State

MSIS024/ General Guidance /REV 06/09/ PAGE 8

The text of IMO Resolutions can be found at http://www.imo.org/home_noflash.html